Class 119/B-15/E-15 (Locobase 12362)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 22, p. 147. Works numbers were 17042-17044 in September 1899.

Within a year after the delivery of this trio of Eight-wheelers, the 282 miles of the C&M was incorporated into the Choctaw, Oklahoma & Gulf parent company and renumbered twice. Following the latter railroad's absorption by the Rock Island, the 42-44 were again renumbered (first with a zero added, then the 4 changed to 5) and placed in classes that were redesignated often.

They were scrapped as E-15s, the 520 in October 1925 and the other two in May 1934.

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Class 16/B-15 (Locobase 16469)

Data from James Dredge, A Record of the Transportation Exhibits at the World's Columbian Exposition (New York: John Wiley & Sons, 1894), pp.133-134, and Plate XXX); and Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 18, p. 179. See also RI 1951 Locomotive Diagrams Combination of Books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collecton. (Thanks to Chris Hohl for his 13 January 2020 email and well-drafted spreadsheet, the latter noting the absence of this locomotive from Locobase and providing detailed data.) Works number was 13400 in April 1893..

Like several other Baldwin exhibits at the 1893 Columbian Exposition in Chicago, this was a bread-and-butter design. Its weights, area, dimensions weren't unique nor exceptional for Eight-wheelers of the time.

After its appearance at the fair, the 13400 went to work on the CO&G as its 16. Renumbered 28 in 1903, the locomotive was taken into the Chicago, Rock Island & Pacific roster.

The Rock Island applied three designations to its locomotives: The 431, as 28 was renumbered, was B-15 type (B-15 meant Eight-wheeler, 18" x 24"cylinders); road class was E-15 and MP class was 66B. Its boiler pressure later dropped to 145 psi (10 bar) and somehow its adhesion weight dropped to 58,000 lb (26,308 kg) and loaded fell to 94,000 lb (42,638 kg).

(Locobase is reminded of the Lewis Carroll riff in Chapter 8 of Through the Looking Glass: The White Knight explains that the NAME of the song is Haddock's Eyes, its NAME is CALLED The Aged Aged Man, but the SONG is CALLED Ways and Means and the song IS A-Sitting on a Gate.)

Regardless of the designation, the 431 put in more than 25 years of duty before being scrapped in December 1922.

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Class 2/B-15/E-15 (Locobase 12364)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 22, p. 147. Works numbers were 18771 in March 1901 and 19459 in August.

Within a year after the delivery of this trio of Eight-wheelers, the C & N was incorporated into the Chicago, Oklahoma & Gulf parent company.

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Class 26/B-15/E-14/E-15 (Locobase 12363)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 22, p. 147. Works numbers were 17044, 17142-17143 in October 1899; 18772, 18782 in March 1900; 19096-19097 in June; 19404 in August 1901.

As with the other CO&G engines, this set went through several renumberings and reclassifications once the Rock Island took over the CO & G in 1904.

518 was destroyed in October 1925, 519 scrapped in April 1934, and 717 scrapped in April 1938.

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Class 46/B-13-4-C (Locobase 7183)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. The class was built in the Rock Island's own shops in November-December 1882.

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Class America (Locobase 11278)

Data from William P Blake (ed), Reports of the United States Commissioners to the Paris Universal Expositions, 1867 (Washington, DC: Government Printing Office, 1870)., p. 8-12, 300. See also O S Nock, Railways in the Formative Years, 1851-1895 (New York: The Macmillan Company, 1973), pl 81. Works number was 463 in January 1867.

The change of the builder's name in 1867 from New Jersey Locomotive Works to Grant Locomotive Works resulted from the Grant family's control (father Oliver DeForest, sons David B and R Suydam) in 1863-1864. Obviously intent on a display of their capabilities, and perhaps owning a sense of triumph evoked by the Union victory in the American Civil War, they offered to the 1867 Paris Exposition what may have been the most fulsomely decorated engine ever put on American rails. It cost a steep $42,000 in 1867.

In the description of this show engine presented at the 1867 Paris Exposition, the Commissioners (p. 12) commented on the contrast between the usual output of "..continental minds, the majority of whom are imbued with exceedingly plain ideas on the subject of locomotive ornamentation. Some go so far as to consider any attempt at the latter a grave misdemeanor, and paint their entire engines a solemn lead color or funereal black, without a single pencilling of gay colors to relieve the dull monotony."

Not so the Grant engine: "Of course, the contrast was very marked between such and the "America," with her bright German silver jacketing on boiler, cylinders, chimney, and head-light, her cab beautifully inlaid with ash, maple, black-walnut, mahogany, and cherry; with the tender, shaded, striped, and ornamented in a manner common to American practice."

Other encomia (recorded in Anthony J. Branculli's 1991 Iron Rails in the Garden State, p.21) included "a poem in iron and silver" and Zerah Colborn's comparison of the cab to those of "...the offices of professional gentlemen rather than the posts of duty of hard-handed engine drivers."

(Those who are aware of how soon US locomotives would adopt an even more severe style can appreciate the irony of this celebration of peacock sensibilities.)

The comments also singled out one mechanical feature -- the counterbalancing of the link motion by volute springs instead of weights. The usual load is given as 200 tons at speeds of 40-50 mph (65-80 km/h).

Carrying away a Gold Medal for its efforts, the America went into service on the Rock Island. It headed the inaugural train to Council Bluffs, Iowa. According to O S Nock, America "...established herself as something of a 'flyer' on the Chicago-Omaha mail service ...It is said that during that exciting period her driver [sic] was a stripling of 19 years!"

She later pulled pay trains and was retired in 1900.

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Class B-10-47-A (Locobase 7179)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Delivered in 1870-1871 as part of the large Hinkley order shown in Locobase 7177, this pair was rebuilt in 1891 with longer-stroke cylinders and heavier boilers. It remained in service for more than four decades before being retired in March 1915.

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Class B-11-21-A/21-E (Locobase 7180)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. DeGolyer, Volume 7, p. 223. Works numbers 3833, 3835 in February 1876 and 3915, 3921 in June.

Iowa (32) was soon renumbered 36 and was followed by Minnesota (33), Hawkeye, and Des Moines. The latter two had minor changes, including an increase in tender water capacity from 2,000 to 2,375 US gallons (7,570 to 8,989 litres).The last two arrived in August 1876 as the BCR&M was being reorganized as the BCR&Northern. At the turn of the century, they were taken into the Rock Island.

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Class B-11-21-B/21-D (Locobase 7181)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 6, p. 138. Hinkley produced 16-17 in September 1871, 20 in February 1872, 18-19 in March, and 23 in December. Baldwin's works numbers for 24, 28-29 were 2870 in August 1872, 3086-3087 in January 1873.

Three years after their delivery, the BCR&M reorganized as the Burlington, Cedar Rapids & Northern. Of the Hinkleys, 18-19 left the roster by 1899, which is when the Rock Island absorbed the railroat; the other three were retired in 1905-1908.

Several of the Baldwins underwent various updates and changes, but by 1903, most possessed the set of specifications shown in this entry.

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Class B-12 (Locobase 7225)

Data from RI to 1951 Combined Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, p. 273. Works numbers were 5278 in September 1880; 5515, 5520 in February 1881; 5840-5841, 5858-5859 in October; 5893, 5903, 5905 in November; 6346, 6353 in August 1882; 6454, 6452 in November.

A class of Baldwin freight Eight-wheelers that had smaller boilers than the B-14s that were delivered in 1877. The diagram shows that building dates included 1872 (works number 2870), 1880-1882. The other locomotives shown in Connelly's Baldwin list are 3086-3087 from 1873.They became Burlington, Cedar Rapids & Northern engines in 1876 and Rock Island locomotives in 1902.

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Class B-12/B-13 46-A/46-B (Locobase 7182)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Given that the numbering in the diagram book was post-hoc, the actual order of this home-built class not discernible from that series. They ran: 318-322, 324-327, 330-332, 334-339, 341-358, 360-361. Moreover, various Rock Island classification books show a bewildering variety of 17"-cylinder 4-4-0s. One reason may be the number of predecessor railroads. Another appears to be the Rock's policy of changing its MP (Motive Power) designation with each change to a given locomotive.

Note the very precise wheel-diameter measurement from the diagram. a

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Class B-13-4-D/B-13-51-A//MP-4d (Locobase 7184)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 10, pp. 84, 273. Baldwin works numbers were 5264 in September 1880 and 6491 in December 1882.

Locobase 7225 shows the data for a large batch of Baldwin freight Eight-wheelers delivered to the BCR&N in 1880-1882. As delivered, they rolled on 57" drivers turned by 17" x 24" outside cylinders, boilers carrying 161 2" tubes, and firebox areas typical for their size.

Over the years, the Burlington (and successor Rock Island) modified many of the engines to use 63"-64 3/4" drivers. The pair in this entry differ from most of those locomotives in using a larger wagon-top boiler holding 31 more tubes.

375 departed from the Rock Island roster between 1908-1911 with 374 following in January 1916.

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Class B-14-6-A/B-14-23-A (Locobase 7185)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

A relatively large class of Americans, once again renumbered later and once again possessing two different motive power class identifications based on manufacturer. Chicago, Rock Island & Pacific built all but 467-471, which were delivered by Brooks as 6-Bs in 1888 (works numbers 1325-1329) . The Rock had supplied 14 23-As in 1886 and 8 23-A (471-475) in 1887.

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Class B-15/12-C (Locobase 7187)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1325-1329 in January 1888.

Locobase is intrigued by the great precision shown in many of the Rock Island's boiler-pressure figures. This set of Brooks engines date back to the C K & N era. They were slightly larger than earlier Eight-wheelers, but the big jump in grate area had yet to happen.

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Class B-16/26-A (Locobase 7188)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

A numerous class of Eight-wheelers that summarizes Rock Island practice up to that point. The boiler and grate grew little, but the stride of the two driven axles has lengthened and the engine now put more than 53 tons on the rails. 619-631 referred to motive power class MP-26b/B-17/E-17/E-16.

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Class B-17/26-B (Locobase 7189)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The only difference between these engines and the 38 built as 26-A (Locobase 7188) was the latter's 68" drivers. Those were more purely passenger locomotives while these served mixed-traffic trains.

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Class B-19-22-A (Locobase 3141)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This class, produced by the railroad, seems to have been the first express passenger design on the Rock Island. The boiler and grate have both grown considerably and the tall drivers invite higher speeds.

The deep firebox and generous boiler proportions may have been intended to allow free-steaming even at high speed. Designed by the CRI&P's Superintendent of Motive Power and Equipment George F. Wilson, they had 8" diameter dry pipes, and large steam and exhaust ports. Each Richardson balanced valve weighed 161 lb.

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Class B-20/E-18-67 (Locobase 7227)

Data from RI to 1951 Locomotive Dgmd Comb of Books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 24, p. 246. Works numbers were 20327-20330, 20386-20387 in April 1902; 21111-21112, 21137 in October; 21373 in December; 21475, 21508 in January 1903.

For 1902, this was an outdated design in many respects. The grate was particularly small and the firebox quite deep, and it was dropped between the driving axles in a style that was then 20 years old. On the other hand, the stroke length was "modern" as was the boiler pressure for a light passenger Eight-wheeler. The tender trucks were spread "as far apart as total wheel base of Engine and Tender will admit."

If Locobase understands Connelly's notes correctly, these locomotives were rebored twice. The first time the cylinders were bored out to 20", later the bore was reduced to 18", possibly as the cylinders wore and the shops inserted sleeves. Updating the boiler included reducing the tube count from 275 to 262 (tube heating surface fell by 82 sq ft/7.6 sq m). Driver diameter increased from 72" to 74".

The class lasted for about 30 years, the first being scrapped in April 1927, the last in August 1934.

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Class B-9 (Locobase 7178)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This engine was delivered as BCR&Minnesota's #7 as part of the large order produced by Hinkley in 1870-1871. Almost twenty years later, it was rebuilt with more cylinder volume and a few more tubes in a new boiler.

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Class B-9-8-A (Locobase 7177)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Although a small builder from Boston, Hinkley managed to secure purchasers from all over the country. This set of low-powered local Eight-wheelers proved durable as they served the BCR&M, its successor BCR&Northern, and in a few cases, the Rock Island when that line acquired the BCR&N in 1902. All were rebuilt in the late 1880s.

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Class E-13-64-A (Locobase 7226)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase doesn't think the construction date for this pair of Eight-wheelers is close to correct and opts for a date before 1880. 1899 might have been the year the railroad acquired the two little Americans in a merger.

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Class MP 4-E (Locobase 7186)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Baldwin delivered several small batches of Eight-wheelers built to the same specs, but differing in driver diameter and cylinder diameter. Four of these were works numbers 4151-4152 in September 1877, 4280 in February 1878, and 4765 in September 1879. Beginning in 1888, the BCR&N put on a much bigger boiler on this quartet and rolled them out on passenger-sized 69" drivers.

Three remained with the railroad until 1912, when they were sold for scrap. 380, the oldest of the four, wasn't scrapped until 1922.

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Class MP 4-F (Locobase 15944)

Data from RI 11 - 1903 Locomotive Class & Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

As mentioned in Locobase 7186, Baldwin delivered several small batches of Eight-wheelers to the BCR&N. This group had works numbers 5518-5519 in March 1881 and 5916, 5920 in December.

Eight were rebuilt with much larger boilers and taller drivers. The four shown in Locobase 7186 had 69" drivers

The present quartet were identical, but had 63" wheels. They were rebuilt in 1901-1902.