Chicago & Eastern Illinois 4-8-0 "Mastodon" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 129 (Locobase 7130)

Data from the C&EI 6 - 1904 Locomotive Diagram and C&EI 11 - 1911 Locomotive Diagram books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Twelve-Wheel Locomotive--Chicago & Eastern Illinois Railroad," Locomotive Engineering, Volume 11, No 3 (March 1898), pp. 127-128. (Thanks to Chris Hohl for his 6 March 2018 email noting a signficant typo in the tender's coal capacity and correcting the road number sequence and for his 9 July 2022 email reporting differences in adhesion and engine weights.). Works numbers were 1741-1742 in October 1897, 1743-1745 in November, 1849-1851 in August 1898, and 1852-1855 in September.

The C&EI took up with the Twelve-wheeler concept beginning with this class from Pittsburgh. Drury (1993) explains that the front truck (or bogie) offered more stability for road-freight service. All drivers were equalized together, says LE, and the rear equalizer engaged with a double elliptic spring. Moreover, the type often had bigger boilers. LE reported that the goal was to be able to move the same number of cars in winter as in summer. The Consolidations then in use were rated at 47 loads in the summer, but only 35 in the winter. Naturally, the new engines' performance was described as "more than equal to expectations."

Chris Hohl's 6 March 2018 email noted discrepancies in the class's tender water capacities. Whether 4,000 or 4,500 US gallons, the C&EI soon standardized on 4,500 gallons with an average loaded weight of 97,200 lb (44,089 kg). By 1912, however, the railroad had fitted the substantially larger tenders shown in the specs. Hohl reported that the 1912 C&EI diagrams gave the adhesion weight as 140,450 lb (63,707 kg) and 175,500 lb (79,606 kg) on all engine axles.

Soon, however, the 2-8-0 grew into the tractive effort and steam-making size of the 4-8-0 and the somewhat ungainly wheel arrangement faded out of favor. All of this class were renumbered in 1911.

They were converted to 0-6-0 switchers beginning in 1916 and renumbered 3660-3672. This meant the deletion of half the axles under the boiler and firebox and Locobase is still searching for an illustration of the result. At the time, the engines renumbered together with the slightly later 141s in a jumbled order.

All were discarded and scrapped in July 1934.


Class 141 (Locobase 7131)

Data from the C&EI 6 - 1904 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 6 March 2018 email noting a significant typo in the tender's coal capacity and his 9 January 2022 email noting a later increase in tender capacities and weight.) Works numbers were 2028-2031 in December 1899.

Pittsburgh's second batch of Twelve-wheelers for the C & EI had eight fewer boiler tubes for some reason (possibly more strength at the tube sheets?). Otherwise they were identical to the twelve that were delivered two years earlier (Locobase 7130)

By 1911, the C&EI had increased the class's tender capacity to 13 tons (11.8 metric tons) and 5,800 US gallons (21,953 litres) and weighed 116,800 lbs (52,980 kg).

The 141s were also converted to 0-6-0 switchers in 1916 (1718), 1923 (1720), and 1924 (1719, 1721).


Class 145 (Locobase 3933)

Data from C&EI 6 - 1904 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. See also Railroad Gazette, Volume XXXII [32], No 8 (23 February 1900), p 117 and "Twelve-Wheel, Two-Cylinder Compound Locomotive - Chicago & Eastern Illinois", American Engineer and Railroad Journal, Volume 74, No 3 (March 1900), p. 84. Builder information from B Rumary list supplied by Allen Stanley in March 2004. (Thanks to Chris Hohl for his 6 March 2018 email noting the original tender size.) Works number was 2032 in December 1899.

This was the last in a series of five Twelve-wheeler batches (Locobases 2028-2031) and was obviously an trial horse for compounding. Other than the unusual (for a US engine) two-cylinder layout, this was a conventional locomotive and gave no hint of the camelback of the same arrangement and from the same builder that followed just a year later (see Locobase 3932). As delivered, the original tender weighed 100,000 lb (45,359 kg) when loaded with 4,500 US gallons (17,033 litres) of water and 9 tons (8.1 metric tons) of coal.

RG gives a confusing summary of heating surfaces in which they add 192 sq ft of firebox to 2,216.7 sq ft of tube heating surface and come up with 2,216.7 sq ft. Given that the later camelback had more and longer tubes, it seems likely that the stated tube heating surface is actually the total including firebox. Indeed, as the diagrams make clear, that was the case. The specifications show the slightly varied heating surface areas.


Class W-33 (Locobase 3932)

Data from "Wide Fire-box Freight Locomotive for the Chicago & Eastern Illinois", Railroad Gazette, Volume XXXII [32], No 46 (16 November 1900), p. 755; "Pittsburgh Twelve Wheeler for the Chicago & Eastern Illinois", Locomotive Engineering, Volume XIII [13], No 1 (January 1900), p. 7; and C&EI 6 -1904 Locomotive Diagrams supplied in March 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Wes Barris of steamlocomotive.com for his 28 June 2018 email reporting the missing metric equivalents to cylinder diameter and stroke. Hohl's 9 January 2022 email noted several differences in specs including adhesion and engine weights, tender capacity and weight.) Works numbers were 2157-2160 in October 1900. Builder information from B Rumary list supplied by Allen Stanley in March 2004.

Clearly the Chicago & Eastern Illinois was searching for a heavy power formula. The preceding year had seen a two-cylinder compound on the same 4-8-0 arrangement -- see Locobase 3933.

RG discussed these large twelve-wheeler camelbacks, noting that unlike the eastern railroad engines with wide Wootten fireboxes suitable for burning anthracite culm, these locomotives burned bituminous run of mine coal. Compared to the earlier compound, they had a larger boilers with more and longer tubes. The C&EI calculated the tractive effort as 34,240 lb (15,531 kg).

By 1911-1912, the C&EI attached larger tenders to the 170s. They carried 6,000 US gallons (22,710 litres) of water and 13 tons (11.8 metric tons) of coal. Loaded weight increased to 116,800 lb (52,980 kg). Adhesion weight grew by a modest 1,650 lb (748 kg), but engine weight jumped to 201, 300 lb (91,308 kg).

A camelback (or "mother hubbard") compound was an increasingly rare beast and the double cab arrangement was distinctly unpopular with the Interstate Commerce Commission for safety reasons. These were probably the reasons why the class was scrapped en masse in September 1918.

Principal Dimensions by Steve Llanso of Sweat House Media

Class129141145W-33
Locobase ID7130 7131 3933 3932
RailroadChicago & Eastern Illinois (C&EI)Chicago & Eastern Illinois (C&EI)Chicago & Eastern Illinois (C&EI)Chicago & Eastern Illinois (C&EI)
CountryUSAUSAUSAUSA
Whyte4-8-04-8-04-8-04-8-0
Number in Class12417
Road Numbers129-140/1706-1717141-144/1718-1721145/1705170-174/1700-1704
GaugeStdStdStdStd
Number Built12417
BuilderPittsburghPittsburghPittsburghPittsburgh
Year1897189918991900
Valve GearStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m)15.50 / 4.7215.50 / 4.7215.50 / 4.7215.50 / 4.72
Engine Wheelbase (ft / m)25.33 / 7.7225.33 / 7.7226.17 / 7.9826.33 / 8.03
Ratio of driving wheelbase to overall engine wheelbase 0.61 0.61 0.59 0.59
Overall Wheelbase (engine & tender) (ft / m)53.58 / 16.3353.58 / 16.3354.50 / 16.6151.17 / 15.60
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)142,000 / 64,410142,000 / 64,410146,950 / 66,655150,000 / 68,039
Engine Weight (lbs / kg)172,000 / 78,018172,000 / 78,018185,950 / 84,346189,700 / 86,047
Tender Loaded Weight (lbs / kg)116,800 / 52,980100,000 / 45,359116,800 / 52,98098,000 / 44,452
Total Engine and Tender Weight (lbs / kg)288,800 / 130,998272,000 / 123,377302,750 / 137,326287,700 / 130,499
Tender Water Capacity (gals / ML)5800 / 21.974500 / 17.055800 / 21.974500 / 17.05
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)13 / 121013 / 1210 / 9
Minimum weight of rail (calculated) (lb/yd / kg/m)59 / 29.5059 / 29.5061 / 30.5063 / 31.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)54 / 137254 / 137254 / 137254 / 1372
Boiler Pressure (psi / kPa)200 / 13.80200 / 13.80200 / 13.80200 / 13.80
High Pressure Cylinders (dia x stroke) (in / mm)21" x 26" / 533x66021" x 26" / 533x66021.5" x 30" / 546x762 (1)21.5" x 30" / 546x762 (1)
Low Pressure Cylinders (dia x stroke) (in / mm)33" x 30" / 838x762 (1)33" x 30" / 838x762 (1)
Tractive Effort (lbs / kg)36,097 / 16373.3436,097 / 16373.3430,648 / 13901.7230,648 / 13901.72
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.93 3.93 4.79 4.89
Heating Ability
Tubes (number - dia) (in / mm)296 - 2" / 51288 - 2" / 51288 - 2" / 51300 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)13.50 / 4.1113.50 / 4.1113.50 / 4.1114.50 / 4.42
Firebox Area (sq ft / m2)197 / 18.30197 / 18.31197.05 / 18.31181.40 / 16.85
Grate Area (sq ft / m2)35.80 / 3.3335.80 / 3.3335.80 / 3.3372 / 6.69
Evaporative Heating Surface (sq ft / m2)2299 / 213.582242 / 208.362241 / 208.192447 / 227.33
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)2299 / 213.582242 / 208.362241 / 208.192447 / 227.33
Evaporative Heating Surface/Cylinder Volume220.63215.16355.65388.35
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation71607160716014,400
Same as above plus superheater percentage71607160716014,400
Same as above but substitute firebox area for grate area39,40039,40039,41036,280
Power L15673557439114066
Power MT352.30346.16234.70239.04

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