Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 26, p. 119. Works number 24271 in May 1904 and 36093 in February 1911.
The older of these two Consolidations worked for almost three decades before selling the engine in November 1934 to the Eureka-Nevada Railway. The newer 11 was scrapped in 1927, which suggests perhaps a wreck too damaging to repair.
This Nevada road began as the Eureka & Palisade Railway in 1875, but needed reorganization in 1910 after some severe flooding. The E-N operated until September 1938.
Data from Mark Cain's [], supplemented by DeGolyer, Vol 74, pp. 18+. Works number was 58363 in April 1925.
This superheated Consolidation seems a bit more than neeeded on a 3.3 mile (5.3-km) coal road. Even so, the 25 had plenty of power and a sizable boiler whose steam was conveyed to its cylinders through 12" (305 mm) piston valves.
The URR was formed in 1915 to coal from Renton, Pa (just northeast of Pittsburgh), to Renton Junction, where it handed off to the Bessemer & Lake Erie.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 32, p. 109. Works numbers were 33377-33378, 33391-33392 in April 1909, 35124-35125 in August 1910, 35282-35284 in September, and 40075-40079 in July 1913.
Brawny Consolidations that started a large class on the Hall, Pa coal line. Together with the identical Bessemer & Lake Erie 2-8-0s (Locobase 9031), which occupied two positions on Eddystone's 1909 production line, the URR engines were among the largest Consolidations to be delivered without superheaters.
Locobase 13453 shows the later Baldwin batch that featured a wider, shallower grate.
Data from Charles McShane, The Locomotive Up to Date (McShane, 1899); see also "A Pittsburgh Consolidation for the Union Railroad", Railroad Gazette, Volume XXX [30], No 43 (28 October 1898), pp. 772-773. Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1858-1859 in October 1898.
McShane saluted these engines.as the heaviest built "up to the present time," these behemoths certainly were endowed with generous heating surface area greater even than that available in 4-8-0s then in service and what should have been a free-flowing tube arrangement. Althought the grate is relatively small, it matched the railroad which ran for 12 miles and connected several steel works in the Pittlburgh area. It was part of the Carnegie System and, in addition to the Edgar Thompson Steel Works, served the Duquesne Furnaces and the Homestead Steel Works.
RG reported that four of the twelve miles inclined at 70 ft/mile (1.33 %). A 2,000 ft section that climbed over the Pennsylvania Railroad at the yard of the Edgar Thompson Steel Works had an adverse grade of 2.4% (127 ft/mile).
A relatively new construction method relieved the cylinders of longitudinal stress imposed by the locomotive's frames. The method developed by Pittsburgh had proven "...to be of great value in reducing breakage of saddle castings." The casting extended "...from the bumper beam, well up to the saddle, securely bolted to top and bottom front frames." Also, the casting acted as a guide for the truck's bolster pin.
RG reported as well that the locomotives were "steaming well ...not extravagant in the use of fuel and water, and appear to have ample grate surface for the work required of them."
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 47, p. 49 and Volume 55, p. 265. Works numbers were 40075-40079 in July 1913 and 43360-43361, 43401-43403 in May 1916.
Locobase 13452 shows a series of large Consolidations with small grates that were delivered in 1909. With this batch of locomotives, the Union received big Consolidations that contained much larger grates in shallower fireboxes. They too eschewed superheaters in favor of simplicity (it would seem) and were among the largest to be delivered to an US railroad.
Data from Railway Age, 13 May 1921 and "Consolidation Type Locomotive for the Western Maryland", Railway and Locomotive Engineering, Volume XXXIV [34], No 6 (June 1921), pp. 164-166. See also DeGolyer, Volume 59, pp. 352+. Works numbers were 51970-51972 in June 1919, 52056-52057 in July.
Union Railroad served primarily the western Pennsylvania steel country. The 160s differed from the earlier Baldwin-built Union engines in having slightly taller drivers and, more important, superheaters. They also adopted 12" (305 mm) piston valves to serve the cylinders. The firebox heating surface included 27 sq ft (2.5 sq m) of arch tubes. In other respects, this is a relatively small engine for the time, roughly comparable to the 1913 B&LE Class C-4As.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 10 | 25 | 91 | 95 | C-66 |
Locobase ID | 11544 | 15329 | 13452 | 3139 | 13453 |
Railroad | Uintah Railway | Unity Railways | Union Railroad | Union Railroad | Union Railroad |
Country | USA | USA | USA | USA | USA |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 2 | 1 | 14 | 2 | 5 |
Road Numbers | 10-11 | 25 | 91-94, 100-104, 150-154 | 95-96 | 155-159 |
Gauge | 3' | Std | Std | Std | Std |
Number Built | 2 | 1 | 14 | 2 | 5 |
Builder | Burnham, Williams & Co | Baldwin | Burnham, Williams & Co | Pittsburgh | Baldwin |
Year | 1904 | 1925 | 1909 | 1898 | 1916 |
Valve Gear | Stephenson | Walschaert | Walschaert | Stephenson | Baker |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 11.33 / 3.45 | 14.50 / 4.42 | 15.58 / 4.75 | 15.58 / 4.75 | 15.58 / 4.75 |
Engine Wheelbase (ft / m) | 17.83 / 5.43 | 23.83 / 7.26 | 24.33 / 7.42 | 24 / 7.32 | 24.33 / 7.42 |
Ratio of driving wheelbase to overall engine wheelbase | 0.64 | 0.61 | 0.64 | 0.65 | 0.64 |
Overall Wheelbase (engine & tender) (ft / m) | 56.21 / 17.13 | 60.50 / 18.44 | 54.79 / 16.70 | 61.12 / 18.63 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 55,000 / 24,948 | 200,000 / 90,719 | 225,200 / 102,149 | 208,000 / 94,347 | 238,000 / 107,955 |
Engine Weight (lbs / kg) | 64,000 / 29,030 | 218,000 / 98,883 | 250,300 / 113,534 | 230,000 / 104,326 | 260,000 / 117,934 |
Tender Loaded Weight (lbs / kg) | 126,000 / 57,153 | 150,000 / 68,039 | 104,000 / 47,174 | 144,000 / 65,317 | |
Total Engine and Tender Weight (lbs / kg) | 344,000 / 156,036 | 400,300 / 181,573 | 334,000 / 151,500 | 404,000 / 183,251 | |
Tender Water Capacity (gals / ML) | 2500 / 9.47 | 6000 / 22.73 | 7500 / 28.41 | 5000 / 18.94 | 8000 / 30.30 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 10 / 9 | 12 / 11 | 10 / 9 | 12 / 11 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 23 / 11.50 | 83 / 41.50 | 94 / 47 | 87 / 43.50 | 99 / 49.50 |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 36 / 914 | 51 / 1295 | 54 / 1372 | 54 / 1372 | 54 / 1372 |
Boiler Pressure (psi / kPa) | 160 / 1100 | 200 / 1380 | 210 / 1450 | 200 / 1380 | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 14" x 18" / 356x457 | 23" x 28" / 584x711 | 24" x 32" / 610x813 | 23" x 32" / 584x813 | 25" x 32" / 635x813 |
Tractive Effort (lbs / kg) | 13,328 / 6045.49 | 49,373 / 22395.24 | 60,928 / 27636.51 | 53,292 / 24172.87 | 59,815 / 27131.66 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.13 | 4.05 | 3.70 | 3.90 | 3.98 |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 138 - 2" / 51 | 223 - 2" / 51 | 406 - 2.25" / 57 | 355 - 2.25" / 57 | 406 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 38 - 5.375" / 137 | ||||
Flue/Tube length (ft / m) | 10 / 3.05 | 14.42 / 4.40 | 15 / 4.57 | 15 / 4.57 | 15 / 4.57 |
Firebox Area (sq ft / m2) | 84 / 7.81 | 222 / 20.62 | 236 / 21.92 | 205.50 / 19.09 | 205 / 19.04 |
Grate Area (sq ft / m2) | 13.70 / 1.27 | 49.75 / 4.62 | 36.90 / 3.43 | 33.50 / 3.11 | 58.60 / 5.44 |
Evaporative Heating Surface (sq ft / m2) | 800 / 74.35 | 2662 / 247.31 | 3801 / 353.12 | 3322 / 308.62 | 3772 / 350.43 |
Superheating Surface (sq ft / m2) | 608 / 56.48 | ||||
Combined Heating Surface (sq ft / m2) | 800 / 74.35 | 3270 / 303.79 | 3801 / 353.12 | 3322 / 308.62 | 3772 / 350.43 |
Evaporative Heating Surface/Cylinder Volume | 249.22 | 197.77 | 226.79 | 215.85 | 207.48 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2192 | 9950 | 7749 | 6700 | 11,134 |
Same as above plus superheater percentage | 2192 | 11,841 | 7749 | 6700 | 11,134 |
Same as above but substitute firebox area for grate area | 13,440 | 52,836 | 49,560 | 41,100 | 38,950 |
Power L1 | 3649 | 11,675 | 5617 | 5087 | 4512 |
Power MT | 585.07 | 514.78 | 219.95 | 215.67 | 167.18 |
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | C-67 |
Locobase ID | 3296 |
Railroad | Union Railroad |
Country | USA |
Whyte | 2-8-0 |
Number in Class | 5 |
Road Numbers | 160-164 |
Gauge | Std |
Number Built | 5 |
Builder | Baldwin |
Year | 1919 |
Valve Gear | Walschaert |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 16.33 / 4.98 |
Engine Wheelbase (ft / m) | 25.09 / 7.65 |
Ratio of driving wheelbase to overall engine wheelbase | 0.65 |
Overall Wheelbase (engine & tender) (ft / m) | 60.12 / 18.32 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 240,320 / 109,007 |
Engine Weight (lbs / kg) | 260,260 / 118,052 |
Tender Loaded Weight (lbs / kg) | 143,740 / 65,199 |
Total Engine and Tender Weight (lbs / kg) | 404,000 / 183,251 |
Tender Water Capacity (gals / ML) | 8000 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 12 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 100 / 50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 55 / 1397 |
Boiler Pressure (psi / kPa) | 190 / 1310 |
High Pressure Cylinders (dia x stroke) (in / mm) | 25" x 32" / 635x813 |
Tractive Effort (lbs / kg) | 58,727 / 26638.15 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.09 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 200 - 2.25" / 57 |
Flues (number - dia) (in / mm) | 36 - 5.5" / 140 |
Flue/Tube length (ft / m) | 15 / 4.57 |
Firebox Area (sq ft / m2) | 241 / 22.40 |
Grate Area (sq ft / m2) | 54.40 / 5.06 |
Evaporative Heating Surface (sq ft / m2) | 2771 / 257.53 |
Superheating Surface (sq ft / m2) | 654 / 60.78 |
Combined Heating Surface (sq ft / m2) | 3425 / 318.31 |
Evaporative Heating Surface/Cylinder Volume | 152.42 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 10,336 |
Same as above plus superheater percentage | 12,300 |
Same as above but substitute firebox area for grate area | 54,490 |
Power L1 | 9448 |
Power MT | 346.69 |