Class 123/D-9 (Locobase 9318)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works number was 1699 in January 1883.

Although similar to many of the Eight-wheelers coming into service on the Omaha Road, this one had taller drivers than most. Produced in January 1883, it accompanied two others of similar dimensions but smaller drivers.

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Class 124/D-10 (Locobase 9319)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1700-1701 in January 1883.

The only difference between this pair of engines and the 123 shown in Locobase 9318 is the driver diameter, which was smaller by 5" than the lower-numbered locomotive. Otherwise, they were identical, right down to the curiously heavy tenders.

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Class 99 (Locobase 11113)

Data from Schenectady Locomotive Works, Illustrated Catalogue of Simple and Compound Locomotives (Philadelphia: J B Lippincott, 1897), pp. 32-33; and C&NW 10-1901 Locomotive Diagrams & Class Book supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. Works numbers were 4074-4083 in 1893.

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Class A-1 (Locobase 15897)

Data from the C&NW 10 - 1901 Locomotive Diagrams books supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.

The A-1 and A-(Locobase 6798) had very similar specifications except that the A-1s rolled on 62" drivers, which later increased to 63" through the fitting of thicker tires.

The North Western's shops built this batch of Eight-wheelers, whose road numbers were , 26, 27, 53, 106, 109, 132-133, 188, 269- 271, 400-405. 400 later took road number 130.

All eighteen of the class were rebuilt at the turn into the 20th Century. See Locobase 7553 for the group that received new boilers and 16414 for the set that were outfitted with C-6 boilers.

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Class A-2 (Locobase 6798)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

The North Western's shops built this batch of Eight-wheelers. Their driver diameters suggest a primary function of hauling local freight trains.

A-3s has slightly more heating surface area and taller drivers.r. See Locobase 6799.

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Class A-3 (Locobase 6799)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Schenectady works numbers were 1727-1746, 1789-1808, 1816-1840 in 1883

Most of this class was produced by Schenectady with a few coming from the North Western's own shops. The Schenectady engines arrived mostly in 1883 with a few more coming in 1884..The design had the same cylinder volume and boiler pressure as the A-2s (Locobase 6798), but slightly more heating surface including more firebox heating surface area, more grate area, 7" (177 mm) taller drivers. A-3s also added significantly more numbers to the roster.

Fifteen of the Schenectadies went to the Winona & St Peter from 1887-1897. Five others reported to the Fremont & Elkhorn in 1890 as their 88-92. When the C&NW absorbed the W&SP, all took new numbers.

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Class A-4 (Locobase 13301)

Data from "Passenger Locomotive, Chicago & Northwestern Railway", Railroad Gazette, Volume 19 (27 December 1887), p. 828.

RG's report credits the design of this "standard" locomotive to the C & NW's Superintendent of Motive Power GW Tilton. The engine was "...strongly proportioned throughout." Standard it may have been, but there were no other locomotives placed in the A-4 class.

Its dimensions, power, and weight were very similar to Schenectady-built E-6 locomotives supplied in 1886 to the Chicago, St Paul, Minneapolis & Omaha (Locobase 9326), which was controlled by the North Western.

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Class A-5 - C-6 boilers (Locobase 16414)

Data from the C&NW 1 - 1905 and 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection.

The diagram book's table of engines shows that the locomotives in this class were originally delivered in 1881-1882 as class A-1 (Locobase 15897) with 63" (1,600 mm) drivers, but rebuilt in 1898-1904. The makeover took a couple of forms, although all eighteen now rolled on 69" drivers. Nine received new boilers: 26, 106, 130, 132, 188, 270, 401, 403; their data are in Locobase 7553

C-6 Eight-wheelers (Locobase 6806) were rebuilt in the Northwestern's own shops at the turn into the 20th Century. The railway apparently turned out nine more boilers to install in these A-5s. Their principal difference was a 160 sq ft (14.64 sq m) increase in evaporative heating surface area from the 30 additional tubes in the C-6 boiler.

The 1927 A-5 diagram showed all A-5s with a boiler fitted with 228 tubes. A 1904 diagram book notes that the 271's valve gear had been changed to Young's gear; see Locobases 6591 ad 230 for a descriptions of that outside valve gear design.

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Class A-5 - new boiler (Locobase 7553)

Data from the C&NW 1 - 1905 and 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

The diagram book's table of engines shows that the locomotives in this class were originally delivered in 1881-1882 as class A-1 set on 63" (1,600 mm) drivers (Locobase 15897), but rebuilt in 1898-1904. The makeover took a couple of forms, although all eighteen now rolled on 69" drivers. Nine received new boilers. These are shown here.

The 1927 diagram showed a slight reduction of eight boiler tubes and the fitting of 10.6 sq m (0.98 sq m) of arch tubes to the firebox.

Nine others used C-6 boilers; see Locobase 16414.

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Class A-modified (Locobase 3151)

Data from "Schenectady Eight-Wheel Locomotive for the Chicago & Northwestern", Railroad Gazette, Volume 27 (11 October 1895), pp. 667-668; and the C&NW 1 - 1908 and 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection is the source for specifications. This shows that most were delivered in 1895 with others arriving in 1898, 1899, and 1900.

McShane (1899) data for total heating surface varies slightly from Railway Age 11 Oct 1895. The latter noted that these engines were serving the Chicago-Council Bluffs run and pulling up to 11 cars per train. Sometime after delivery the railroad reduced the boiler's tube count to the figure given in the specs and added 13.3 sq ft of arch tubes to the firebox heating surface.

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Class A-modified (Locobase 15896)

Data from the C&NW 10 - 1905 supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Most were delivered in 1895 with others arriving in 1898, 1899, and 1900. Works numbers were 4331-4332 in August 1895, 4337-4339 in September, 4365-4371 in October, 4376-4387 in November, 4687-4691 in March 1898, 4786 in May, 4967-4972in January 1899.

See Locobase 3151 for the modified Class As of 1899.

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Class B (Locobase 6800)

Data from C&NW 3-1908 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange, supplemented by "Fast Passenger Locomotives for the Chicago and Northwestern Railway", Railroad Gazette, Volume XXXI [31], No. 21 (26 May 1899), p. 369. Works numbers were 5019-5024 in May 1899.

The RG account notes the C-class mail-train engines with their 80" drivers (Locobase 454) and this sextet of fast passenger engines with smaller drivers but a larger boiler. The report credits W H Marshall, the B&A's Assistant Superintendent of Motive Power, with the design. "Each detail was considered with a view of reducing its weight without a sacrifice of strength, and so cast and pressed steel have been largely used." RG also observed that the journals of the driving and truck axles were larger than usual, "being respectively 9 inches in diameter by 11 1/2 long, and 6 by 12 inches."

The North Western later removed 19 of the tubes from the boiler (most likely from the bottom), reducing the tube count to 323. At the same time, the firebox heating surface increased to 204.1 sq ft (19 sq m). The combined effect of these changes was to reduce the evaporative heating surface area to 2,408.8 sq ft (223.8 sq m).

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Class B-1 (Locobase 6801)

Data from the C&NW 1 - 1905 and 3 -1908 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications.

The North Western's shops built this large batch of Eight-wheelers over the six years of 1878-1883. As with many railroads, class IDs often follow no real chronological orders. These locomotives were considerably earlier than the Class B shown in the 1908 book and even earlier than the A-2s.

They served the C&NW's local traffic requirements for about three decade. Engine 67 and 374 left the C&NW in August 1887 and October 1888 through sales to the Winona & St Peter as their 5-6. They returned to the C&NW in 1900.

Much later, 362 was sold to the Pierre & Fort Pierre Bridge with new number 1. 52 went to the Peoria & Pekin Union in December 1908 as 15 and later 12.

Most of the rest went to the ferro-knacker in 1907-1908. Eighteen followed in 1910-1911.

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Class B-1 (Locobase 9297)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase 3490 describes the large class of N-1 class 4-4-0s that both Hinkley and Baldwin delivered in 1864-1867. This locomotive was that class's Mississippi and had road number 144. In 1890, the North Western sold it to the SSM&SW as their #6. Two years later the railroad was reorganized as the Chicago, St Paul, Minneapolis & Omaha at which point this engine fell into class B-1 and renumbered 184. Locobase notes that the grate was now smaller.

In 1909, the Omaha Route sold the 184 to the Fairchild & Northeastern as their #6.

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Class B-2 (Locobase 15898)

Data from C&NW 10 - 1901 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Gene Connelly's C&NW roster shows the railway's shop numbers as 34 in 1875 and 42 and 45 in 1877.

After a 30-year career with the North Western, the railway sold the 4 in October 1906 to Baldwin Equipment & Supply, which found a new career with the Sheffield & Tionesta in 1907. (Tom Taber's roster shows the 4 being sold to locomotive rebuilder/reseller F M Hicks. His listing recorded the 4's scrapping as occuring in 1941.)

The S&T began as a 24-mile road in northwestern Pennsylvania between Kellettville westward to Sheffield in 1900. Almost immediatedly, the builders bought the Tionesta Valley & Spring Creek railroad in May 1901. In 1911, the railroad reached Tionesta.

33 went to the scrapper in May 1906 and 15 closed out the trio with its dismantling in January 1908.

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Class B-3 (Locobase 15899)

Data from C&NW 10 - 1901 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Given the date when these were built and their specifications, Locobase suspects that these were replacements for earlier engines.

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Class C (Locobase 454)

Data from the C&NW 1 - 1905 and C&NW 1 - 1927 Locomotive Diagram books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange Collection. See also "Fast Passenger Locomotives for the Chicago and Northwestern Railway", Railroad Gazette, Volume XXXI [31], No. 21 (26 May 1899), p. 369.Works numbers were 5066-5069 in April 1899..

Railroad Gazette's reported that these engines were ticketed for the fast west-bound mail trains and fast passenger trains eastbound. According to the report, mail trains would usually consist of four cars weighing a total of 160 tons. At the time of writing, there had been "no opportunity to make a thorough test of the running qualities," said the RG, "but, at speeds of 70 and 80 miles an hour, they are known to be remarkably easy riding engines."

Somtime after 1907, the railroad had removed 19 of the tubes. Also later came the 13.9 sq ft (1.3 sq m) of arch tubes as additions to the firebox heating surface, which now measured 201.8 sq ft (18.75 sq m). Overall evaporative heating surface area decrease to 2,236.9 sq ft (207.8 sq m) as well as a reduction in driver diameter from 80" to 75" (1,905 mm).

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Class C-1 (Locobase 6802)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

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Class C-2 (Locobase 6803)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1951-1962 in April 1885

Schenectady completed these twelve in April & May 1885. Notice the very deep and narrow firebox, which resulted in a small grate that likely didn't adequately heat all of that firebox area. Later on they had tenders with 10 tons (9.1 metric tons) of coal and either 4,500 US gallons (17,033 litres) or 5,200 gallons (19,682 litres) of water.

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Class C-3 (Locobase 6804)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Schenectady went into volume production with this design after delivering the 12 C-2s. The principal differences were an 2" increase in the stroke and the addition of 15 boiler tubes. The very deep and narrow firebox, which seems restrictive, was not changed.

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Class C-5 (Locobase 6805)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2549-2568 in 1888.

More of the same in the C-2/C-3 (Locobase 6803-6804) vein of mixed-traffic Eight-wheel engines from Schenectady: Same small grate, still more boiler tubes The C&NW sold the 685 and 689 in August 1895 to the Sioux City & Pacific.

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Class C-5 - 1916 rebuild (Locobase 8381)

Data from the C&NW 1 - 1927 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

Beginning in May 1916, the C & NW began rebuilding their large class of 1880s-era Eight-wheelers with a smaller boiler. Obviously, the modest tractive effort level was more thatn outweighed by the light axle loading and general usefulness of this mixed-traffic engine.

The program continued for seven years with the last locomotive emerging from the shops in November 1923. The profile showed the tapered stack, a rounded-thimble sandbox just behind, a taller steam dome on the second course of boiler and ahead of the first drivine axle.

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Class C-6 (Locobase 6806)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange

When the C-6s were delivered by Schenectady in 1893, they had the same narrow fireboxes as earlier North Western Eight-wheelers (see, e.g., Locobase 6803-6805). Only a few years later, the railway itself rebuilt the locomotives by enlarging the boilers, expanding the grate area by increasing both width and length and raising it above the axles, and fitting piston valves. The first locomotive, 309, appeared in July 1899. 191 followed in December. Three -- 251, 253, 250 -- were rebuilt in April, August, and December 1900 respectively. 190 (August) and 421 (October) were the 1901 pair while 427 (April) and 99 (October) came in 1902 and 252 finished the program in February 1903.

The 1927 diagram showed a reduction of 23 tubes in the boiler and the addition of 11.8 sq ft of arch tubes to the firebox heating surface; altogether, total evaporative heating surface shrank to 1,665 sq ft.

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Class D-1/D-3 (Locobase 9306)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 131 and Volume 10, p. 78. Works numbers were 4691-4692 in June 1879; 4742-4743 in August; 4805, 4807 in October; 4899, 4905 in December; 4941 in January 1880; 5294, 5296, 5303, 5305 in October 1880; and 5338, 5340, 5363, 5366 in November 1880.

At the time of the original orders, the specs called for 161 2-inch tubes and 57" drivers as shown in this entry. As the Omaha Road updated its motive power, members of this class received different treatments and were placed in different classes. 2-7 burned coal; these were grouped in D-1. Coal burners 34-35, 37-43 fell into class D-3. Five D-3 -- 37 , 39, 41-43 -- had "weighted decks" to increase adhesion by 400 lb.

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Class D-12 (Locobase 9320)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 58, for the original specs. Works numbers were 5272, 5274 in September 1880; and 5295, 5297 in October.

Relatively small Eight-wheelers from Baldwin that were delivered with 161 tubes.

Modified slightly at some point to the dimensions shown in this entry, they had 30+-year careers before being retired in June 1911, September 1909, and December 1914 (2), respectively.

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Class D-14 (Locobase 12040)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 18, p.52. Works number was 12916 in September 1892

As noted in Locobase 12039, the C & NW bought two locomotives to try out different sizes of Vauclain compounds. This entry shows a surprisingly low-drivered Eight-wheeler. Locobase wonders if the expectation was to gain tractive effort by taking advantage of the smoother action of a four-cylinder compound. The piston valve on each side measured 9 3/4" (248 mm) in diameter.

In any event, the North Western didn't adopt the Vauclain compound and this 4-4-0, like the 4-6-0, was converted to simple expansion. Indeed, the 821 was first to jettison the compound arrangement in September 1899, fitting 18" x 24" cylinders and 69" drivers. In this setup, the engine ran for more than 20 years before being scrapped in May 1922.

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Class D-3 (Locobase 7554)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 187. Works numbers were 5551, 5553 in March 1881; 5582, 5584-5585, 5587-5588, 5590-5602 in April; 5773-5778, 5780-5781 in August, and 5802, 5807 in September.

These engines were ordered with 161 2" tubes, which yielded a tube heating surface area of 914 sq ft and an estimated evaporative heating surface area of 1,025 sq ft.

Five -- 415, 421, 428, 429, 443 -- had been sold to the Winona & St Peter in the 1890s as that railway's 31, 11, 14, 21, and 52. The W&StP, a subsidiary of the Chicago & Northwestern, returned the locomotives in 1900, at which point these locomotives were reunited with the rest of the class.

As the C & NW was scrapping the class in the first decade of the 20th Century, the 426 went to the Wyoming & Missouri River in July 1905 while the 425 was sold to the Hillsboro & Northeastern in July 1907 as their #3.

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Class D-4 (Locobase 9308)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 9, p. 39. Works numbers were 4508-4509 in December 1878 for the first two.

This pair of standard wood-burning Americans was delivered in 1878 with 161 tubes and 61" drivers. 34 and 35, ordered at the same time, were cancelled and included in a later specification.

The eight-tube reduction shown in the 1900 specs above may have been achieved by plugging the bottom row, a step taken in other locomotives and possibly aimed at improving water circulation. By 1900, 33 trailed a larger tender that held 2,585 US gallons (9,784 litres) Other than this slight change, the pair operated essentially unchanged until they were retired in September and October, 1910.

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Class D-4 (Locobase 15974)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, pp. 222 and 237. Works numbers were 5833-5834, 5836, 5839, 5867-5868, 5873, 5875-5876, 5881 in October 1881; 5907, 5912-5931 in November,; 5955 in December.

Retrospectively grouped in various D classes, engines like this set were produced for the CStPM&O by Baldwin over a three-year period.

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Class D-5 (Locobase 9309)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 222. Works numbers 5833-5834, 5836, 5839, 5867-5868, 5873, 5875, 5876, 5881 in October 1881.

These locomotives were delivered with 161 2" tubes and 58" drivers. For some reason, the railroad couldn't make up its mind about the drivers; unknown pens altered the diameter first to 62", then a month later reduced that to 56".

Later alterations that included a new boiler with 152 tubes. Most of the class served at least 30 years with a couple putting in 40 or more.

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Class D-6 (Locobase 9310)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p. 128. Works numbers were 6512, 6514-6515, 6520, 6530, 6536 in December 1882; 6569, 6573, 6585-6588 in January 1883; and 6621, 6625 in February; and 6654, 6656 in March.

As the Omaha Road added to its roster of Eight-wheelers, it bought this batch of engines that were at least middle-sized for the time. The specifications page shows that these were duplicates of the Class 70 (Locobase 9322) that the boiler was ordered with 188 tubes.

The entire class was retired over the decade of the 'teens with 81 being retired first in August 1910 and the 87 going last in April 1919.

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Class D-7 (Locobase 9317)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This locomotive had its own class in the 1900 diagram book, presumably because it retained the 60" drivers of the original class.

It also had two fewer tubes than the D-8s delivered in the same year (Locobase 9316) and consequently slightly less heating surface area. But the firebox was identical. It was retired in July 1912, 30 years after its introduction.

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Class D-8 (Locobase 9316)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 998-1003, 1082 in July 1882.

The first six locomotives (works #998-1003) were named GREEN ISLE 101, ARLINGTON 102, WINTHROP 103, REDWOOD 104, FRANKLIN 105, GREENFIELD 106. The Lambert-Rumary list shows all of these as delivered with 60" drivers, but the 1900 books shows the 63" drivers in the specifications. Most of these were retired in the first decade of the 20th Century with the higher numbers being scrapped in 1913. See Locobase 9317 for the single D-7 from this builder.

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Class E-1/E-10 (Locobase 7556)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Works numbers were 2093-2112 in 1886, 2283-2302 in 1887.

The Baldwins shown in Locobase 7555 had the passenger drivers, but these Schenectadies probably accounted for most of the freight traffic on the FE&MV. They constituted by far the largest class of Americans on the FE&MV as well as the largest single class of any type bought new.

In May 1903, the E-1s transferred to the Chicago & North Western roster as class E-10. Like the Baldwins, these mixed-traffic engines were bviously well-suited to continuing to fill the modest needs of Nebraska prairie branch lines. So many of the engines remained on the roster into the 1920s.

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Class E-2 (Locobase 9322)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p. 129. Works numbers included 6375-6376 in September 1882 and 6413, 6420, 6500-6501 in November 1882.

A sextet of passenger engines to flesh out the motive power profile of the Omaha Road. The specifications page show that the boiler was ordered with 188 tubes. The E class consisted of locomotives with 18" diameter cylinders.

75 was retired first in August 1914 and 70 followed in December 1915. It was 11 years before the next withdrawal, but 1926 saw disposal of the rest: 71 (May), 73 (June), 74 (August), and 72 (December).

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Class E-3 (Locobase 9323)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 11, p.128. Works number was 6737 in May 1883.

Passenger Eight-wheeler that appears to have been the only locomotive in the class. 94 was ordered as the last in a larger class designated D-6 (Locobase 9310), but may have been delivered with the boiler and cylinders shown combined with the 62" drivers and standard 4-4-0 grate area.

It was scrapped in October 1926.

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Class E-3 / J-3 (Locobase 7558)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. Works numbers were 868-869, 906-908 in July 1880 and 1093-1098 in December 1881.

The Ashland Route was part of the Milwaukee, Lake Shore and Western Railway, which operated independently in northeast Wisconsin from 1872 to 1893. These small Eight-wheelers came in two batches in the early 1880s.

By 1890, the MLS&W had accumulated 850 miles (1,369 km) of line.

The Chicago & North Western acquired the MLS&W in September 1893. The C&NW began scrapping this class in November 1901 (Engine 939) and completed the dissolution in August 1808 with road #926.

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Class E-5 (Locobase 9325)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1322-1323 in November 1882, 1324-1330, 1331 in July 1883.

As the Omaha Road settled on the 18" diameter cylinder, its locomotive purchases increased in number per class. This decade of mixed-traffic engines were produced in December 1882 and January 1883 (1 locomotive).

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Class E-6 (Locobase 9326)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2051-2054 in March 1886, 2055-2058 in May, 2344-2351 in June 1887, 2352-2358 in August.

This class has to be seen as one of the standard classes for the Omaha Road in the mid-1880s. The number of engines, the size of the drivers, the capacity of the boiler and grate all mark the design as a mixed-traffic locomotive that operated all over the series.

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Class E-7 (Locobase 9327)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2575-2580 in

As the decade wore on, the Omaha Road's Eight-wheelers grew in size and capacity. At the same time, they were still constrained by a firebox that was deeply set between the driving axles and consequently limiting the grate area. This may explain the unusual choice of a shorter stroke than the standard 24" in this set.

Delivered in July 1888, these were immediately followed by a larger class of very similar locomotives; see Locobase 9328.

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Class E-8 (Locobase 9328)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2587-2592, 2593-2595 in June, 2596-2600 in August.

Who knows why these differences arise? When this Hudson-River builder continued its building program for the Omaha Road in July 1888, it produced a set of engines that were lacking just one tube, had drivers measuring 1" less, and had boilers pressed to 5 psi less than the E-7s that immediately preceded them. (Locobase 9327). Schenectady produced the first 7 in July 1888, 4 more in August, and the last 3 in September.

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Class E/E-6 (Locobase 7555)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange is the source for specifications. See also DeGolyer, Volume 12, p.153. Works numbers were 7577-7578, 7580, 7582-7591in April 1885 and 7593 and 7595 in May.

The FE&MV grew to 1,237 road miles in Nebraska, South Dakota, and Wyoming that was acquired by the Chicago & North Western in Feburary 1903. It's clear the two railroads coordinated operations befor that date, however. The Baldwin specs showed the engines were to be lettered for the C&NW and numbered from 410 to 428 (several numbers missing), but before delivery, the FE&MV initials were applied and the numbers changed.

Once on the C&NW's roster, these mixed-traffic Eight-wheelers formed class E-6 and gave significantly additional service before being scrapped between February 1915 (1234) and January 1923 (1243).

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Class F-1 (Locobase 7557)

Data from the C&NW 1 - 1905 Locomotive Diagrams books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 805-806, 809-814 in October 1881 and 815-818 in November.

450 and 460 were later reclassified as F-3s after being rebuilt in 1901 and 1899, respectively, with 15" (381 mm) diameter cylinders.

All of the F-1 and F-3 class was scrapped between 1905-1909.

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Class F-8 (Locobase 9336)

Data from CStPM&O 4 - 1900 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 4424-4426 in March 1896, 4743 in May 1898, 4934-4939 in December 1898, and 5373-5376 in December 1899.

Passenger power on the Omaha Road in the late 1890s included this class of Eight-wheelers supplied from April 1896 to December 1899.

They were somewhat more modestly scaled than their B-class (Locobase 6800) and C-class (Locobase 454) Eight-wheeler contemporaries on the parent Chicago & North Western, but still represented adequate mainline power.

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Class N-1 (Locobase 3490)

Information from White (1997) in which he describes this engine as intended to establish a standard design. See also George W Gushing, "Old-Time Freight Locomotive, The 'Missouri', Chicago & Northwestern Ry ", Railway Master Mechanic, Vol XXIV, #6 (June 1900). p. 301.

Although several, very similar engines were built in the next few years, then-current practice meant that "standardization" could only be loosely defined. Gushing noted that both Hinkley & Williams (of Boston) and Baldwin supplied engines in a 50-locomotive purchase in 1866-1867. Hinkley records compiled by Gene Connelly show that Hinkley & Williams works numbers for this class were 714-715, 726-732 in 1864; (741), (742), 743-746, and 751 in 1865; and 780-782, 789, 791-794, (796), 808 in 1866. Baldwin's works numbers were 1560-1568, 1570, 1575 in January 1867; 1576, 1579-1580, 1586-1587 in February; 1589-1591, 1593-1598, 1602-1605 in March; 1606-1608, 1610, 1613, 1615, 1617-1618, 1620-1622 in April.

Gushing's report provided a tour through some of this design's good features: "The pressure of 130 pounds indicates an increase in steam, at that time, in engines of this class; and the tank was also a large one. The ample heating surface given made a good steamer, and this was assisted by the use, at that time, of a Hunter pattern of stack, which gave excellent freedom to the waste products of combustion, and retained the sparks in circulation until made harmless, to be passed out through the proper openings. The front end was fitted with a pipe dropping below the base of the stack, of suitable diameter, much the same as are fitted to very good steamers now. It was also fitted with a petticoat pipe, skirted to attract proper circulation of gases and cinders through the upper or lower tubes as desired."

In September 1900, George B Snow described some "Old-Time Chicago Locomotives" for the RMM beginning on page 479. He noted that nearly every locomotive of the time burned wood, a low-calorie combustible that cramped locomotive speed and range: "Then, the concomitant of every water tank on the line of a railway was a large pile of cordwood, the sticks being sawed once in two; and while the tender was filling with water, all the available help belonging to the station and train were occupied in throwing wood and heaping it on the tender. This load would last an engine, if working hard, about an hour. Passenger engines usually ran about thirty miles, and freight engines about ten miles, with one tender full of wood."

Snow described the operational implications: "The fire door was placed as near the crown sheet as it could be, and, when running, the firebox was kept full of wood, or up to the level of the door at any rate. If the engine was working hard, the wood would burn about as fast as it could be handled; and, if running against a strong head wind, a passenger engine would sometimes consume the wood so fast that the fire door would be open for mile after mile, the fireman throwing in wood as fast as he could handle it."

Almost all were scrapped by 1900.