Class 15 (Locobase 11842)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 13, p.4. Works numbers were 7843, 7848 in March 1886.

Bought at the end of a production run of narrow-firebox Ten-wheelers (Locobase 7139), this pair had wide Wootten fireboxes to burn "slack coal". A note pointed out that the "Dimensions of boiler and fire box as approved by J E Wootten.". Among the key features were the huge grate, a combustion chamber (46 sq ft/4.25 sq m), and a 5/16" (7.9 mm) air space around the fire box.

Fire box design was "P & R [Philadelphia & Reading] style. Water tubes with intermediate cast iron bars. Paved with fire brick 36" [914 mm] back from throat sheet, 2 courses to break joint, Bricks 36" x 10" x 3" [914 x 254 x 76 mm]."

Class 215 rebuilt/609 (Locobase 7140)

Data from the C&EI 6 - 1904 Locomotive Diagram book and C&EI 10 - 1912 Locomotive Data book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

These Ten-wheelers had Wooten (sic) [Wootten] fireboxes when Baldwin delivered them in 1886; see Locobase 11842.

They were substantially rebuilt as shown in this entry with new boilers and more conventional fireboxes.

Class 9/209/600 (Locobase 7139)

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 13, p. 1. Works numbers were 7799-7801, 7807, 7818, 7821 in February 1886.

These Ten-wheelers were relatively light and small representatives of the wheel arrangement. The firebox nestled down between the second and third driving axles, creating unequal driver spacing in the profile. As with most other contemporary locomotives, the steam dome rode over the firebox on the fat part of the boiler.

213-214 were sold before the C & IC was merged to form the Chicago & Eastern Illinois. 214 wound up with the Savannah River Lumber Company in July 1907.

Class G-3 (Locobase 7133)

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 2114-2118 in June 1900 and Alco-Pittsburgh 25427 in June 1902.

Compared to the C&EI's earlier passenger engines, this class of Ten-wheelers represented a major increase in the potential for fast working. For short, light trains, the boiler owned enough heating surface and the firebox was relatively generous in direct heating surface.

158 was delivered as a cross compound in 1902; it had one 22 1/2" (572 mm) HP and one 35" (889 mm) LP cylinder, each having a stroke of 30". Apparently the sample engine failed to impress because it was converted to simple-expansion working in June 1904.

Class G-4 (Locobase 5356)

Data from table in June 1907 AERJ. See also DeGolyer, Volume 27, p. 174. Works numbers were 25015 in January 1905 and 25108 in February.

These were balanced compounds with a high LP/HP ratio. 15" (381 mm) piston valves supplied steam to the cylinders. Given their relatively low drivers, the overmatched HP cylinders must have limited the speed and steam-supply rates available to the engineer. They hung on until 1934.

Class G-6 (Locobase 7134)

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 26549-26553 in December 1902.

The C& EI flirted with cross-compounding for a couple of years, but discarded the notional savings in June 1904 in favor of a better-understood and less demanding simple-expansion layout. See Locobase 15913 for the result.

Class G-6-simpled (Locobase 15913)

Data from the C&EI 11 - 1911 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Wes Barris of steamlocomotive.com for his 5 June 2018 email noting an out-of-whack total wheelbase.) Works numbers were 26549-26553 in December 1902.

Originally delivered as cross-compounds in 1902 (Locobase 7134), these Ten-wheelers were simpled in 1907-1908. Nothing else changed in the locomotive, which used 21" x 30" cylinders that were bushed to 20". They received their steam through Wilson Balanced valves.

624-625 were scrapped in December 1920 and 621-623 in September 1924.

Class G-7 (Locobase 7143)

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 29046-29059 in January 1904.

These Ten-wheelers are slightly smaller repeats of the 4-6-0s of a year earlier (Locobase 7134). They were taken into the Chicago & Eastern Illinois when the C&IC merged.

638-639 were scrapped in December 1920, eleven were sent to the scrapyard in April 1930, but 626 survived until December 1936.

Class G-7 - superheated (Locobase 7170)

Data from the C&EI 5 - 1949 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Sometimes railroads took the easy route in superheating their saturated-steam stud: They swapped out some of the small tubes in favor of a few large flues and left everything else as is. Other times, as in this particular engine, the mechanics took the opportunity to tweak and juice up the design. This too could reach one of several levels of makeover. In the case of 626, the valve gear was updated, but the C&EI chose the Southern over the more usual Walschaert. Cylinder diameter grew by an inch and driver diameter increased by 5" (127 mm) to a very handy 68". Weight grew as well and the tender held more coal and water.

Locobase doesn't know if this re-do extended to all members of the class, nor can he say for sure how long the rebuilt locomotives served.

Class T-23/G-1 (Locobase 7161)

Data from the C&EI diagrams in Chicago & Eastern Illinois - Stanley Combined with Rosters Fit View v6PDF supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 18, p. 216. Works numbers were 13505, 13509, 13553 in June 1893 and 13569, 13582 in July.

Compared to earlier E&TH Ten-wheelers, this quintet was quite a bit bigger. Baldwin's spec sheet estimated adhesion weight at 100,000 lb and working order weight at 125,000 lb.

The class was renumbered 520-524 in 1904. The E&TH was taken under the umbrella of the Chicago & Eastern Illinois in 1911, at which point the class received the 604-608 road numbers. The diagram showing this class showed a boiler with the same number of tubes, but a tube heating surface area of 1,733 sq ft (161 sq m), equivalent to 249 tubes of the same length, and a firebox area of 175 sq ft (16.26 sq m) although the dimensions were unchanged. Moreover, boiler pressure was dropped 20 psi to 155 psi (10.69 bar) and driver diameter now measured 55" (1,397 mm).

607 was retired in May 1916 and broken up by the C&EI, 604-606 were sold for scrap in December 1917. 608 held out for three more years before being retired in December 1920.

Class T-31/G-5 (Locobase 7162)

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 39052-39053 in December 1905.

Among the C&EI's large four-cylinder compounds described in Locobase , this Ten-wheeler pair stood out as simple-expansion locomotives from an acquisition.

Like many of the C&EI 4-6-0s, these were not rebuilt and went to the scrapper in December 1924, not quite 20 years afte they entered service on the Terre Haute