Class E-1/ (Locobase 7153)

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 "Evansville & Terre Haute Fast Passenger Engine", Railway and Locomotive Engineering Journal, Volume 16, No 9 (September 1903), p. 425. Works numbers were 28395-28396 in April 1903.

Locobase finds Atlantics everywhere during this period of American locomotive history. This pair arrived in the same year as the Schenectady Atlantics (Locobase 7144) showed up on the C& EI. Although smaller and less powerful and running on smaller drivers, the proportions and the look of these engines were more classically 4-4-2 than were the larger locomotives.

Angus Sinclair, writing in the September 1903 issue of his adds some comments on the distinguishing characteristics: "There are a number of Brooks' details to be seen on this engine, such as the reach rod, made of extra heavy 2-in. pipe; the Player ash pan, the spring hanger joints and the spring self-centering device on the carrying wheels at the rear. The equalizer between rear driver and carrying wheel has three pin holes, any one of which may be used, thus giving a chance for a slight redistribution of weight when engine is in the round house. The engine truck is supplied with the three-pivot link hanger for the cradle, which produces a rapid and sure return to center, though allowing considerable side movement."

Notice that the adhesion-weight augmenter could only be adjusted in the roundhouse.

Both served the E&TH and, after July 1911's amalgamation, the Chicago & Eastern Illinois

for more than 25 years before being scrapped in April 1930.

Class E-2 (Locobase 7144)

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 29070 in November 1903 and 29071-29077 in February 1904.

Locobase finds Atlantics everywhere during this period of American locomotive history. What puzzles the editor about this set was the retention from several other Schenectady designs of what was already a shallow firebox with very modest heating surface area to heat a still larger boiler.

As it turns out, this was just the first step. See Locobase 7145.

Class E-2a (Locobase 7145)

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 30, p. 223. (Thanks to Chris Hohll for his 2 October 2018 email noting the Stephenson valve gear-- which the C&EI diagrams describe as "Stevenson"--and correcting the road-number range.) Works numbers were 38080-38085 in August 1905.

(NB: Gene Connelly's comprehensive of Alco works numbers shows the 1905 batch to have come from Alco's Manchester, NH works rather than the home facility at Schenectady.) Baldwin works numbers were 28403, 28431-28432, 28485 in June 1905; 28529 in July; 30816-30832, 30833-30834 in May 1907.

Locobase guesses that Schenectady responded to the C&EI's call for Atlantics with a quick rework of an existing 4-6-0. That result is shown in Locobase 7144. But a liability of that design would have been the small firebox. So two years later, Schenectady delivered this sextet of 4-4-2s with larger fireboxes, fewer and larger-diameter tubes, and less overall heating surface.As Atlantics in general went, the C&EI engines had relatively larger boilers, middle-of-the-pack grate and firebox heating areas, and were likewise in the middle as far as adhesion weight went. They had 12" (305 mm) piston valves.

Baldwin then supplied five more to the same design in 1906 and another five in 1907; the latter had slightly more firebox heating surface (196 sq ft/18.2 sq m) and thus more evaporative heating surface (3,121 sq ft/290 sq m). They also were the only batch to use Walschaert outside constant-lead radial valve gear.

According to the 1949 edition of the C & EI's diagram books, these were never superheated. Even so, some remained in service to that date.