Class 59 (Locobase 5567)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American locomotives of the era.

Coal-burning Tenwheelers from a little-known Michigan builder. The boiler's measured at 17' even.

---

Class B / K-3 (Locobase 5467)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). An early Tenwheeler design with a very narrow and small firebox, very long wheelbase, dome over the firebox, sharply coned boiler. Some had 69" drivers. Builder's numbers from this small manufacturer ranged from 1710-1724.

Originally went into service with the CB&N as the B class, 150-165, rostered with the Burlington in 1899. All were retired by 1912 except for 690, which continued on until December 1922.

---

Class C-3-E (Locobase 7686)

Data from C & S 6 -1941 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These newly minted Ten-wheelers for the C&S were big and powerful 4-6-0s for the time. They had large boilers that were pressed to a relatively high degree and a high adhesive weight. The deep firebox had a small grate at the bottom that probably was the limiting component in steam production. They seemed to have filled the bill as freight haulers working in the mountains, however, if longevity is a guide. Almost 50 years later, they still were not superheated.

---

Class C-3-H (Locobase 6755)

Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

The date at the top of the specs (1919) is the date this class was superheated, fitted with outside-admission 11" (279 mm) piston valves, and Walschaert valve gear. The original dates of delivery were 323-326 from Schenectady in February (25326) and April of 1903 (27314-27316) and 327-329 from Brooks (works #40235-40236) in June 1906; the latter accompanied a six-locomotive batch supplied to the Fort Worth & Denver city; see Locobase 9651 for specifications of the original saturated-boiler design that applied to all eight locomotives..

Retirements for this handy passenger class began in 1935 and were concluded by 1945.

---

Class C-3-H1 (Locobase 6756)

Data from C & S 7 -1939 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Like the C-3-H entry (Locobase 6755), the two Baldwin C-3-HIs were superheated, fitted with outside-admission 11" piston valves, and Walschaert valve gear.

Although the two C-3-H classes were essentially identical, the Baldwins somehow escaped scrapping until 1950.

---

Class C-3HI (Locobase 14104)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 29, p. 280. Works numbers were 31153 in June 1907 and 31195 in July.

This duo was similar to the Alcos described in Locobase 6755, but were heavier. Late in the 'teens, the C&S superheated these two Ten-wheelers; see Locobase 6756.

---

Class Daylight (Locobase 5572)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American locomotives of the era.

One of three New Jersey engines, this inside-connected, wood-burning TenWheeler had the shorter boiler by over a foot -- 18' 8" -- compared to the two 4-4-0s from the same builder. On the other hand, the firetubes were the same length and the boiler held a few more.

---

Class K-1 (Locobase 7693)

Data from CB& 3 - 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Also Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003). Corbin & Kerka (1960, pp 264-65) show that Baldwin (works # 11496-98, 11503, 11506, 11514-15, 11527) delivered the first 8, Rogers 4662-4666, 4678-688, 4693-94, 4697, 4702) the remaining 20.

They were delivered to the B&MR on 62" drivers. Although the firebox rode above the driving axles, there still was a much greater gap between the last two driver sets (8 feet) than between the center and leading driving axles 5 1/2 feet). At least as shown in the diagram (a 1932 revision), the firebox did not include arch tubes.

Some time later, the class was subdivided into those with 64" (1,626 mm) drivers and those more freight-oriented engines riding on 56" (1,422 mm) drivers.

Twenty-four of these locomotives served into the 1930s, the last (607) retiring in November 1939.

Rogers followed this class with a slightly larger design on 64" drivers; see Locobase 7694.

They had 35-45 -year careers, many being retired in 1931, a few lasting well into the decade and the class leader retiring in November 1939.

---

Class K-10 (Locobase 5472)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003).

For some reason, the Burlington took 19 of its H-4 Moguls (Locobase 2607)and put a longer boiler over their motions.

The firebox stayed the same and the heating surface still included 16.2 sq ft (1.51 sq m) of arch tubes. A four-wheel bogie replaced the single-axle Bissel to handle the higher weight forward and several were fitted with 69"(1,753 mm) drivers, but otherwise the locomotives remained essentially the same.

Three (951, 955-956) originally ran on the Kansas City, St Joseph and Council Bluffs and four (960, 966-968) came from the Burlington & Missouri River. Corbin & Kerka (1960, , 266) show that most were rebuilt at Aurora in 1908-1909. Havelock rebuilt five:1 in 1908 the other four in October 1914.

---

Class K-2 (Locobase 7694)

Data from CB&Q 3 - 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Following the K-1s immediately after their delivery, the K-2s were just a little bigger. The first 25 also came from Rogers. Grant added three in 1893 while the Burlington's own Havelock supplied six (1895 & 1896) and West Burlington contributed five in 1896.

As depicted in the 1953 diagram (probably reflecting the 1932 revision date shown in the table), the firebox heating surface included 16 sq ft (1.48 sq m) of arch tubes. While the driver spacing matched the K-1s unevenness 5 1/2 feet (1,676 mm) between leading and center axles, 8 feet (2,438 mm) between center and rear axles), the firebox sloped down toward the front. Piston valve gear was inside Stephenson link motion. The center set of drivers was flangeless.

Apparently the design proved quite satisfactory as almost half had 50 year careers and most of the rest served at least 40 years.

---

Class K-4 (Locobase 2609)

Corbin & Kerka (1960, 78-80, 265-266) and data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003).

B&MR-designed Ten-Wheelers for express service built in the company's Havelock shops from 1900 to 1904. In its heyday, the K-4 could put up a good performance. One 14-mile stretch was covered in 9 minutes in 1902 for an average speed of 96.8 mph (156 kph).

The high ratio of firebox area to grate was helped by the Belpaire profile. It's not clear how many had 16.2 sq ft of arch tubes. 10" piston valves helped steam distribution in this class, which was never superheated.

Some later received 64" drivers and went into local and branch-line service. The class gradually retired from service from 1931 to 1953.

---

Class K-4B (Locobase 5450)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003).

Based on the entry in Corbin & Kerka (1960, p 266), this appears to be a single K-4 (Locobase 2609) rebuilt to this standard. The principal difference appears to have been deletion of the arch tubes.

---

Class K-5 (Locobase 5468)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003) and Corbin & Kerka (1960, pp. 81, 266)

The last of the Burlington & Missouri River-designed Ten-Wheelers for passenger service and built in their Havelock Shops in 1904-05. Some had 10" (354 mm) piston valves, others had slide valves. Some burned coal, others lignite.

These were the biggest on the line, but were soon overtaken by the Pacifics. Their retirements came early -- 1929-1930.

---

Class K-6 (Locobase 5469)

Data from a locomotive diagram published on Vernon Beck's website -- [] (accessed 22 March 2003); the CB&Q diagram does not show the heating surface totals.

Originally built for the Keokuk & Western, these came into the Burlington when the K & W was acquired.. The driving axles are closely spaced and there's not a lot of weight on them -- these must have been slippery starters.

---

Class Lion (Locobase 5563)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q shown in Corbin & Kerka (1960), pp 254-255. See also John H White, Jr, A History of the American Locomotive: Its Development: 1830-1880 (New York: Dover Publications, 1979 - original publication in 1968).

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American 4-4-0s of the era.

These wood-burning Tenwheelers were relatively undersized as such engines go, but more of the engine's weight was put on the drivers. Moreover, the low drivers meant greater tractive effort. The boiler was surprisingly short at 17' 1". The engines in this beastly class were Tiger, Samson, Brown Bear, White Bear, and Black Bear.

---

Class Titan (Locobase 5566)

Data from a May 1, 1858 table prepared by CG Hammond, General Superintendent of the CB&Q and shown in Corbin & Kerka (1960), pp 254-255.

The boiler pressure is estimated. The grate area, firebox heating surface, and total heating surface are calculated. See Locobase 5552 for full explanation. While the dimensions are not derived from actual measurement, they agree with those of similar American locomotives of the era.

This appears to be the prototype for the Lion class of Tenwheelers. The boiler length was 16' 10" (5.13 m) and the tubes weren't remarkably long. But the axle loading decreased.

Although ordered by the Northern Cross Railroad, the Titan was transferred to the Central Military Tract railroad, which had been incorporated in 1851 to build and operate 79 miles (128 km) from Mendota to Galesburg. The CMT opened to traffic on 7 December 1854 and merged 1 ½ years later with the Chicago Burlington & Quincy in July 1856.