Class 1/111/201 (Locobase 7137)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 750-751 (road #2 and 1) in January 1885, 787 in August, 790 in September, 791 and 800 in November.

These Eight-wheelers were bought as freight engines. The first two were bought by the C&GS, but soon changed their tender markings to successor Chicago & Indiana Coal. By August, 3 was delivered directly to the C&IC.

The C&EI 10 -1912 Locomotive Data book says that they were originally all alike. Then come the details that show how one class could fragment over time: "201 has tires increased to 68" OD. 202 has tires increased 62" OD and cyls bushed to 16" x 24" . 203 has cyls bushed to 16" x 24", thus giving each a different tractive power.

201-203 later went to the Frankfort & Cincinnati Railroad as that line's 1, 3, and 4. The F&C was known as the Whiskey Route because of all of the distilleries it served between Kentucky's capital and Paris, which lay 40 miles (64 km) to the east. It never actually saw the Ohio River, let alone Cincinnati.

Class 108/491/A-13 (Locobase 7150)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

108 began as an 1885 Grant product that was delivered to the Louisville Evansville & Saint Louis and passed to the E&TH in July 1889 as their 18 and later renumbered 91 and 491. Works numbers are only estimates because of a fragmented record. One source assigns 1695, while Gene Connelly's worksheet shows 1723.

Class 115 (Locobase 7151)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 132 and p. 217. Works numbers were 13140, 13147 in January 1893 and 14346 in May.

Locobase 16167 shows these Eight-wheelers as they were delivered to the E&TH in 1892. Compared to the C&EI data, the original boilers had longer tubes and were set to 175 psi (12.07 bar).

By the time they were renumbered twice and appeared in C&EI livery, the boiler had lost two tubes, the drivers stood 69" tall, and the boiler pressure setting had dropped to 155 psi. These changes combined to decrease starting tractive effort to 14,850 psi and raise the factor of adhesion to 4.54.

In 1917, the C & EI sold the 494 to the Evansville & Indianapolis.

Class 117 (Locobase 7152)

Data from the C&EI 11 - 1911 Locomotive Diagram book book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers 2226 in June 1892 and 2227-2228 in July.

Class 125/96 (Locobase 7127)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3750-3751 in April 1892 and 4015-4016 in February 1893

Compared to the earlier C& EI Eight-wheelers, this quartet had an unusual profile. Gone was the great swell over the firebox; instead the barrel ran straight from backhead to smokebox. The firebox still sat between the driving axles, but the steam dome now was located ahead of the lead set of drivers, close to the sand dome. Otherwise, the design was little changed in size from the earlier Schenectady engines (Locobase 7128).

All four were scrapped in October 1926.

Class 150/124 (Locobase 7132)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 4014 in February 1893.

This locomotive resembled the 96 class (Locobase 7127) in its straight barrel and position of the steam dome forward of the firebox.

The data in the C&EI diagrams refer to the straight boiler. But the firebox had a sloping grate and now rested over the driving axles. This had the effect of shortening the boiler tubes, which reduced heating surface while expanding both grate area and firebox heating surface.

Class 22.70/470/106 (Locobase 7148)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2487

2489 in July 1878

These were a pair of freight Eight-wheelers. 470 never came under Chicago & Eastern Illinois control as it was sold to locomotive rebuilder/reseller Southern Iron & Equipment in March 1907. S&EI sold it in May of that year to the Otter Creek & Southwestern as their 15.

Class 28/75/476/A-12/D (Locobase 7147)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2735 in April 1881 and 2736 in May.

Both Eight-wheelers were delivered with 60" drivers in a design typical of the early 1880s. It was later refitted with the larger ones shown in the specs. 75 was destroyed in May 1902, so only 76 was renumbered by the E&TH and again by the Chicago & Eastern Illinois in 1911.

As 101, the survivor operated another few years before being dismantled in October 1916.

Class 34/24/72/A-12/D (Locobase 7146)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 297 in December 1877.

According to Al Weber's card file (scanned by Allen Stanley), works number 503 was delivered with 60" drivers in 1881 to the Illinois Midland as their 38. Relettered for the Evansville & South East in 1883, the 478 was wrecked in 1890. Rebuilt with the taller drivers shown here, the 478 now had the same dimensions as the 100.

It received Chicago & Eastern Illinois number 102 when the two lines merged and operated until May 1916.

Class 490/A-13/D (Locobase 7149)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 3129 in November 1882, 3161 in December.

According to Curl's roster, the 107 was a joint production of Rogers and E&TH in 1882. The last two were Rogers locomotives.

All were renumbered by the Chicago & Eastern Illinois. The three Rogers engines were scrapped in 1916, the ex=

Class 59/104 (Locobase 7126)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Even for its time, this was a small Eight-wheeler design in all respects from cylinder volume to firebox heating surface to adhesion weight. Its profile was typical: deep, narrow firebox dropped between the driving axles; steam dome over the firebox and just ahead of the cab; long first boiler course with sand dome, and straight stack.

Class 7 (Locobase 7138)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 12, p. 264. Works numbers were 7788 and 7799 in February 1886.

Locobase described the C&EI's Pittsburgh engines of the same year (Locobase 7126) as small, but this Baldwin pair was positively toy-like. 7 and 8 were renumbered 207-208 when the C&EI acquired the C&IC, but the 208 was gone from the motive power roster by 1904

Class 98/121 (Locobase 7128)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers 3346-3347 (road 99-100) in January 1891, 3500 in May.

These were middle-of-the-pack Eight-wheelers compared to their contemporaries on other US railroads. Like their Pittsburgh predecessors (Locobase 7126), they had deep, narrow fireboxes between the driving axles, steam dome over the firebox, long narrow first course to the boiler and a straight stack. Heating surface and cylinder volume had grown some and the drivers were taller.

121 later had its cylinders bushed to 16 1/2" diameter. All three were scrapped in the mid-1920s with 98-99 going to the ferroknacker in 1924 and 100 being dismantled at Danville in October 1926.

Class A15 (Locobase 16167)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 132 and p. 217. Works numbers were 13140, 13147 in January 1893 and 14346 in May.

Three Eight-wheelers for the Evansville Route were delivered with relatively big boilers with a high pressure setting.

NB: Evaporative heating surface area estimate based on the 1911 diagram with adjustment for two more tubes and 9" longer tubes.

Later 494-495 & 499, and under the Chicago & Eastern Illinois 115,116, and 120.

In 1917, the C & EI sold the 115-116 to the Evansville & Indianapolis to be their road numbers 1-2