American Locomotives - A Pictorial Record Of Steam Power 1900-1950

A PICTORIAL RECORD OF STEAM POWER

1900-1950 By L

EDWIN Author of

ALEXANDER

P. IRON HORSES,

etc.

^^^er^

AMERICAN LOCOMOTIVES PICTORIAL RECORD OF STEAM POWER, I900-I950 A

By

EDWIN

Here

is

P.

ALEXANDER

the pictorial history of Amer-

ican RAILROAD motive POWER AS IT DE-

VELOPED FROM 1900

—a

continuation of

thie

story begun with Iron Horses.

the

first

From

Atlantic and Prairie types, fifty

years of progress are

shown by well over

100 full-page plates, together with dia-

grams and descriptions. The locomotive illustrations

show

have been carefully chosen to

milestones in improved designs and

for photogenic interest.

road

is

Every major

rail-

represented.

Pictured are the engines of the early years of the century, the "firsts" of

many new

first

Mallets, the

designs,

up through

the decades to the 500-ton monsters

which

are gradually being supplanted

by

Diesels.

Considering

in

motive

power,

this

trends

today's

might well be the swan song

of the steam locomotive as most people

know

it.

tatives in

the

past

Here the outstanding represenlocomotive development over half-century arc gathered to-

gether in one volume

— a nmst for anyone

interested in railroads. Illustrated ivith over 125 plates

AMERICAN LOCOMOTIVES A

Pictorial Record of Steam

1900-1950

Power

Books hy Edxvin P. Alexander:

model railroads

HORSES: AMERICAN LOCOMOTIVES 1829-1900

LOCOMOTIVES: A

Pictorial

^

iron

AMERICAN

Record of Steam Power 1900-1950

PENNSYLVANIA RAILROAD: A

^

^

THE

Pictorial History

ifl

L

IMEI

Locomoti¥es A PICTORIAL RECORD OF STEAM POWER, 1900-1950

BY EDWIN

P.

ALEXANDER

BONANZA BOOKS

New

York

Copyright 1950 by Edwin

P.

Alexander

This edition published by Bonanza Books, a division of

ment with

Crown

by arrangeNorton & Company, Inc.

PubHsh'ers, Inc.,

W. W.

(C)

Design and Typography

by

Jos. Traiitixjein

PREFACE ^HERE

^

OF COURSE, NO ACTUAL DIVIDING LINE

IS,

BE-

tween the locomotives of the nineteenth and twentieth cen-

The development

turies.

continually

by

of the steam locomotive was spurred

demand

the ever-increasing

for

more

efficient

power and speed as rolling equipment became heavier and more capacious. Todav% as fifty years ago, designing and engineering work still goes on with its thoughts on the future, although other types of power are supplanting the conventional steam engine. Today, few railroads are without some diesel electric power and a number have already converted completely to it. Thus this summary of some representative motive power in the first half of the twentieth

steam locomotive

This book

is

with Iron Horses

we

century

may possibly

be an epitaph of the

have been familiar with.

begun

really a continuation of the locomotive story

—carrying on where

motive power pictured and described

the former left off.

is

Of

course, the

only a minute portion of the tens

of thousands of steel steeds which have kept the country's railroads ahead in efficiency, speed,

and

The

service.

locomotives illustrated have been

chosen for their being either milestones in design, particularly representa-

Nearly every major sys-

tive of their railroad, or pictorially outstanding.

tem

is

represented, although in a

certain information

few

instances

it

was impossible

which would permit other engines

should be understood, too, that this book, like

tended to be technical, although

its

to be

predecessor,

to obtain

shown. is

It

not in-

does include more mechanical data than

it

the former and in most cases diagrams of the locomotives illustrated.

My sincere thanks are

many railroad officers and those conwho have contributed to the contents

due the

nected with locomotive building in

some form or other

—

so

many,

possible due to space limitations. tive

power

in fact, that to I

shall

hope

mention them here

is

in appreciation that the

illustrated will sufficiently represent

them or

Edwin

P.

im-

mo-

their railroads.

Alexander

THE LEGS

THE BACKBONE

THE LUNGS

THE STOMACH

Anatoviy of the locomotive

190;

AMERICAN LOCOMOTIVES ^

^^HE

f

STEAiM ERA IX RAILROADING

IS

PASSING - SLOWLY BUT

subtly and surely another tractive force

dering tles.

steel steeds

This

is

displacing the thun-

with their smoke and steam and chime whis-

new power

—the

diesel electric

throbbing efficiency, streamlining, and

locomotive with

its

—has yet

to

horn

air

create a similar tradition and capture the imagination as the steam engines

did with their vibrant "ahve" feeling. thoughts;

we

Of

course, nostalgia fathers such

hate to see familiar things disappear, but the cHche "Progress

cannot be denied"

is

appropriate.

Steam locomotive partisans may take some consolation that

it

will

comes

probablv be a generation

to the

end of

its

continue to build their

at least

track. In parts of the country,

own

of this type for domestic use has

This threshold of the

now

last

of these engines

some

railroads will

commercially built machine

been delivered.

diesel age in railroading

opportune time to look over the

last fifty

is,

then, a particularly

years of development of the

which have been the backbone of America's transportation

system. Each of those illustrated and briefly described tive of its

last

steam locomotives for some years to come,

but except for a national emergency, the

steel steeds

before the

in the fact

is

fairly representa-

year and demonstrative of continual progress in research and

design.

v*S«

The

first

Class

£5

'North Coast Limited' on the Northern Pacific in 1900 hauled by a 4-6-0.

AMERICAIV LOCOMOTIVES At

the beginning of the twentieth century a great resurgence of

industrial prosperity

portation.

bringing

A

brought

heavy demand for railroad freight trans-

a

trend had already developed toward larger capacity cars,

corollary of increasing train tonnage requiring better road-

its

beds, heavier

stronger bridges, and

rails,

flecting the changes

more powerful locomotives. Re-

and new requirements

in railroad practice,

locomotive

design kept pace with such progress, often, in fact, anticipating other im-

provements. In the early years of the century, most locomotive development was

concentrated upon bigger and heavier machines with increased horse-

power

to handle

growing

Some thought, however, was evidenced by the several types of com-

train weights.

given to improving efficiency,

as

is

pounds. Generally, the accent and concentration on efficiency was to

come

latc.r as

mere

size

began to reach

definite Hmitations.

Larger boilers

brought different wheel arrangements; the invention of stokers for the larger fireboxes, superheaters, and the use of oil for fuel in districts it

became

plentiful

wxre natural

results of necessity

and circumstances.

In order to obtain greater steaming capacity which, of course,

be reflected

in

more power, the

first

step

was

where

to design a

would

wider firebox ex-

tending over the frames and located behind the driving wheels. This inevitably led to the use of trailing wheels in order to support such a firebox

and thus the Atlantic type (4-4-2) evolved from the American type

The

'Prosperity Special' heading ivest through the Philadelphia suburbs on the

Pennsylvania's

Main

Line.

INTRODUCTIOI¥ (4-4-0). In logical sequence, the Prairie type (2-6-2)

came from the

Mogul, the Mikado (2-8-2) from the Consolidation, the Pacific (4-6-2)

from the ten-wheeler, and the Santa Fe (2-10-2) resulted by applying the two-wheeled trailing truck to the Decapod. In the middle 1920's the four-wheeled

trailer,

usually but not always carrying a booster,

larly designed to carry the

still

creating the Berkshire, Texas,

much

and

larger fireboxes

Hudson, and Northern

was

simi-

stokers, thus

types.

Meanwhile

the four-wheeled lead truck continued to be standard for passenger engines and the

two-wheeled type remained standard for freight power

except where Mountain or Northern types were designed for such service.

As

the larger boilers and over-all \\eight increased in locomotives,

additional pairs of driving wheels to better carry

The Chicago

d?

North Western's

axle has continued to

pace

in

pounds

grow with

order to carry in 1905 while

nearly 80,000 pounds.

300 to 400

it.

'400' leaving

This load per driving

Chicago

the roadbed and

in the late 19305.

rails

necessarily keeping

axle

were about 43,000

today some steam locomotives have an axle load of

With

this,

horsepower per

axle has increased

from

over 1,500, or for an average locomotive

Meanwhile the percentage of weight on the driving

wheels has decreased from about

pow

rails.

Weights per driving

in the early 1900's to

well over 350 per cent.

tractive

were added both for more traction and

and distribute the load on the

75

per cent to around

cr has increased 75 per cent.

5 5

per cent. Average

AMERICAN LOCOMOTIVES Many

factors contributed largely to improving steam motive power.

Outside valve gear such

as

Walschaerts was

first

used in 1904 and 1905;

other types later applied included Baker, Young, Joy, and Southern.

Two

most important contributions were the automatic stoker and the superheater, which began to be installed about 1910. Still later came fcedwater heaters, boosters,

many

mechanical lubricators, siphons, roller bearings, and

other improvements,

locomotive the

efficient

all

developed to help make the modern steam

and complex machine

it is.

Another important part of the story concerns methods and materials. Improvements in these fields grew with the innovations of locomotive types and appliances, with considerable emphasis on strength in view of increasing

w eight.

steel castings,

and

tegral with cross tive bed."

New

Frames, for instance, formerly forged are in the

most modern types of engines they are

members and cylinders, forming what is called

now

cast in-

"locomo-

and tender trucks are

trailing,

tegral rather than being assembled of separate frames is

a

largely

types of driving wheel centers have replaced the former

spoked wheels. Various leading,

steel

now

widely used in

component locomotive

boilers,

parts.

and

bolsters.

and other alloys are found

Aluminum

runboards to decrease weight. Welding

is

is

cast in-

Nickel

in other

sometimes used for cabs and

done instead of riveting wher-

ever practicable and also plays a very important part in repairs and maintenance.

Of

course, these developments mentioned give only the barest

outline of w^hat research

and design have accomplished

locomotive

in

building and maintenance over the past five decades. In the early 1900's several types of

compound locomotives were

numbers. Some of these were the Vauclain (4 cylinder). Cole (4 cylinder), Baldwin cross compound (2 cyhnder), Schenectady cross compound (2 cylinder), tandem compound (4 cylinder), balbuilt in fairly large

anced compound (4 cylinder), and the three-cylinder compound. The object was to effect economy in fuel, but, while the principle still is sound, it

never gained too

much

popularity in rigid frame locomotives, most

applications being represented

by

the Mallets.

Of

all

the railroads operat-

ing compounds, the Santa Fe had perhaps the most, a total of 956 various

types being listed in their roster.

The

principle of articulation in locomotives

is

not new;

used in the "South Carolina" built in 1832 for the Charleston

10

it

was

first

& Hamburg

No.

Valley.

Railroad.

Another engine of

this

type was the "Faidie" of

1876 Anatole Mallet used articulation for bination of these

two

ing ones, a

number

41

).

short rigid

w

864, and in

compound. The

first

com-

country was the Baltimore

&

In this locomotive as in most succeed-

a

rigid

with the boiler and the forward frames con-

pivot joint can swivel from this point and support

the front part of the boiler on sliding bearings.

two

1

of Santa Fe articulateds being notable exceptions, the

main frames are

nected to these bv

his

ideas to be built in this

Ohio's Mallet of 1904 (page

rear

Wilkes^ on the

2I02, a strea7?ilined Pacific ivhich in 1939 hauled the ']okii

Lehigh

Thus an engine

will

have

heelbases with considerable tractive power, less slippage

When

compounded,

steam through the high-pressure cylinders drives the rear

set of driving

possibility,

and better load distribution on the

rails.

wheels and the exhausted steam from these enters the larger low-pressure cylinders to drive the forward ders are generally the same "single expansion" tv^pe.

set.

size,

When not compounded

almost

While some

all

all

four cylin-

articulateds today being of this

are used in passenger service,

most

are designed for handling the heaviest freight traffic.

II

AMERICA!V

L O C OMOTIVES

Tenders, too, have necessarily kept pace with the growth of locomotives.

In the 1900's their water capacity averaged about 5,000 gallons but

the latest types can carry up to 26,000 gallons. In fuel space they have

grown from about

a lo-ton capacity to the

struction they are considerably different little

more than rectangular tanks with

46-ton capacity

from the

early types,

size.

In con-

which were

extra water capacity either side of

the coal space. Improvements began with a "water bottom" under the entire coal space and,

riveting has

more

recently, welding the tank sheets instead of

overcome the leakage problem. Cast

steel

developed into combined frame and water bottoms.

underframes have

The

latest large-

capacity tenders have cast tender beds which have pedestals cast integrally for carrying four to six pairs of wheels, a truck being used at the forward

end.

The

trend to these large tenders came as the result of longer locomo-

tive runs; delays

formerly caused by coal and water stops are thus largely

avoided and high speed schedules can be better maintained.

Through

the

first

half of the twentieth century locomotive building,

like other industries, has

The Lehigh

12

been affected by wars and depressions.

Valley's 'Black

Diamond'

at

Ox

Boiv curve

The

in 1940.

ac-

b A

Baltimore

li'ith a

& Ohio

Class

EM-i

articulated crossing the

summit of the Alleghenies

coal drag.

companding

table indicates the decrease in production

sions of 1907,

192

1,

and the early

greater construction of motive

1930's.

power

Both World Wars brought

as the

need for expedited freight

and military equipment movements required. World a

number

through the reces-

War

of standard designs for locomotives as planned

I,

too,

by

brought

the United

States Railroad Administration.

LOCOMOTIVES ORDERED YEAR

and

BUILT SINCE

1900

ORDERED

STEAM

DIESEL

ELECTRIC

BUILT

1900

2648

1905

4896

1906

6232

1907

6564

1908

1886

1909

2596

1910

4441

191

3143

I

1912

4403

1913

4561

I914

1962

1915

1612

1250

13

YEAR

ORDERED

STEAM lOl^

2910

I917

2704

ELECTRIC

DIESEL

BUILT 2708 2585

3668

1918

2593

I919

214

2162

1920

1998

2022

I92I

I185

1922

239 2600

1923

1944

1924

I413

3505 181O

1925

1055

994

1926

I3OI

1585

1927

734

1009

1928

603

636

1929

1230

-

1303

926 18

21

972

2

91

181

1930

382

I93I

62

1932

5

7

1933

17

25

1934

72

37

76

91

1935

30

60

7

184

1936

435

77

24

157

I

102

57

173

145

36

526

1938

36

160

29

272

1939

119

249

32

338

1940

207

492

13

435

1941

293

937

38

1047

1942

363

894

12

1937

936 1012

1943

413

635

1944

74

680

3

1945

148

691

6

1946

55

856

8

935 690

1947

79

2149

I

*

1948

54

2661

2

*

1949

13

1785

10

*

1171

(These figures courtesy Railway Age and Railway Mechanical Engineer.)

Up

to

1930, figures include Canadian locomotives. Discrepancies

numbers ordered and

built

may be accounted

between

for by railroad shop-built equip-

vient not included in orders. Engines ordered not necessarily completed in same year.

H

The

An

6318, a Texas type, ivith a heavy coal train on the Burlingto?!

interesting sidelight of the 192

1

depression was the "Prosperity

Special." In the fall of that year, the Southern Pacific ordered fifty Santa

Fe-type locomotives from Baldwin's, which were completed the following spring.

To

help improve business

by means of

a tangible demonstration,

Mr. Samuel Vauclain, then President of the Baldwin Works, had twenty of these engines shipped across the continent as a single train. Leaving

Eddystone on Alay to East

26, 1922, this special traveled

St. Louis, then

by

over the Pennsylvania

the St. Louis-Southwestern to Corsicana, Texas,

from where the Southern

Pacific took

it

to

Los Angeles.

It

arrived

on

covering 3,743 miles. The "Prosperity Special" was widely publicized and seen by many thousands on its cross-country trip. July

4, after

To

replace the 41,000 or so steam locomotives

be a lengthy and costly procedure

so, despite

now

in existence will

the fact that they are

no

longer being built commercially, they will be seen on our railroads for

many

years to come.

major coal

fields.

Some new ones

Experiments are

by the roads serving the continuing with gas turbine power will be built

using pulveri/xd coal, but conclusive results are not yet available. Electric

power and

traction might be

expanded

—such locomotives by

parative tests are ahead of steam and diesel engines

actual

com-

on most counts

—

al-

15

1 1¥

though increased use of at present.

Thus

types of service is

more

T R O D U € T I O IV

this

type of power

—passenger,

will be attempted.

and

freight,

historical,

and switching. As

no prediction

as to

this

all

three

book's purpose

future motive

power

Something, however, will be missing from the Ameri-

can landscape, and the book's real purpose

is

to

pay tribute to

which were once an important part of the

No. 700 Wabash

16

not particularly indicated

the diesel appears to have a fairly clear field in

illustrative

Steel Steeds

is

scene.

a

few of the

CONTENTS PAGE

PREFACE INTRODUCTION

5

7

LIST OF ILLUSTRATIONS Chicago

&

New

North Western Railway

No. 1015

4-4-2

23

No. 521 4-4-2 25 Plant System No. iio 4-6-0 27 St. Louis, Iron Mountain & Sonthern Railivay No. 1805 4-8-0 29 Neiv York Central & Hudson River Railroad No. 2980 4-4-2 31 St. Lonis, Iron Mountain & Southern Railway No. 1626 4-6-2 33 Chesapeake & Ohio Railway No. 147 4-6-2 35 Lake Shore & Michigan Southern No. 695 2-6-2 37 Atchison, Topeka & Santa Fe Railway No. 917 2-10-2 39 Erie Railroad

Philadelphia

No. 383 Baltimore

&

&

No. 2400

T

41

Ohio Railroad

45

47

39

Railway

0-6-0

No. 280

49

& St.

65

Great Northern Railway

No. 1800

2-6-6-2

67

Reading Company

No.

303

4-4-2

69

Western Pacific Railroad

No. 94 4-6-0 Southern Pacific Railroad No. 4000 2-8-8-2 Atchison, Topeka & Santa Fe Railway No. 1301 4-4-6-2 No. 5075 4-4-2 Atchison, Topeka (^ Santa Fe No. 1493

No. 4102

4-4-2

4-8-8-2

Atchison, Topeka

Railway

4-6-0

2-8-0 No. Northern Pacific Railway No. 2450 2-6-2 Chicago, Burlington & Quincy Railroad No. 2828 4-6-2 Northern Pacific Railway No. 328 4-6-0

No. 89

71

73

75

77

79 81

& Santa Fe

No. 3322

2-6-6-2

4-6-2

Chesapeake

Louis 51

Pennsylvania Railroad I

0-8-8-0

63

83

Seaboard Air Line Railroad

Atlantic Coast Line Railroad 1

2-8-0

No. 2602

Erie Railroad

6i

Island <& Pacific

No. 1799

Railroad

Hartford

4-6-2

Southern Pacific Railroad

Northern Pacific Railway No. 1529 2-8-2

No.

No. 1009

Rock

43

4-4-0

Nashville, Chattanooga

Chicago,

Railway

0-6-6-0

Pennsylvania Railroad

No. 1223

New Haven &

Pennsylvania Railroad

Reading

2-6-4

York,

Railroad

&

85

Ohio Railway

No. 318 4-8-2 Atchison, Topeka

87
Santa Fe

53

Railway No. 3000 2- 10-10New York Central Railroad

89

55

No. 3406 4-6-2 Chicago, Rock Island

91

57

Railroad

Chicago, 59

No. 2536

Rock

Railroad


Island

No. 961

Pacific 2-8-2

&

93

Pacific

4-6-2

95

17

1

Delaivare, Lackairanna

Railroad

No. 1156

&

Western

4-6-2

Texas 97

Pennsylvania Railroad

No. 1737 4-6-2 Erie Railroad No. 5014 2-8-8-8-2 St.

99 01

Louis, Southirestern Railway

No. 412

2-6-0

03

Reading Company

No.

1

4-4-4

10

Minneapolis

No. 615

2-8-2

Reading Company No. 1817 2-8-8-2 Chesapeake & Ohio Railivay

No.

4-8-2

137

Chicago

05

& St. Louis Railivay 09

1

& Eastern Illi?iois Railroad

No. 1925

2-8-2

13

Pennsylvania Railroad

No. 7246 Louisville

2-10-2

15

& Nashville Railroad

No. 1462

2-8-2

17

Pennsylvania Railroad

No. 3700 Illifiois

2-8-8-0

Louisville

No. 255

4-6-2

4-8-2

No. 1430

2-8-2

No. 1986

2-8-2

2-8-2

I

18

149 151

153

155

157

159 161

Railway

4-8-2

163

& Ohio Railroad 4-6-2 St.

165

Paid

Marie Railroad

d?-

Saulte Ste.

No. 4018

4-8-2

167

Great Northern Railway 27

No. 2552

4-8-4

169

Southern Railway 29

31

No. 1407 4-6-2 Delaware & Hudson Railroad No. 652 4-6-2 Chicago, Indianapolis

33

&

No. 573

Railway

171

173

Louisville

2-8-2

175

Southern Railway

Lehigh Valley Railroad

No. 2092 4-6-2 Maine Central Railroad No. 469 4-6-2 Lima Locomotive Works 2-8-4 No.

Pacific

No. 5320

Pacific Railivay

No. 1844

&

Minneapolis,

Central Railroad

Northern

147

&

No. 3540 0-8-0 Denver & Rio Grande Western Railroad No. 3603 2-8-8-2 Chicago, Burlingt07i eb- Quincy Railroad No. 6318 2-10-4 Boston & Albany Railroad No. 400 4-6-6 T

23

Missouri Pacific Railroad

Illinois

HS

Central Railroad

Illinois

No. 909 Baltimore

Pennsylvania Railroad

No. 6813

No. 5297 4-6-4 Richmond, Fredericksburg Potomac Railroad No. 325 4-6-2

21

25

143

York Central Railroad

Texas

& Nashville Railroad

141

No. 1572 2-8-8-2 Union Pacific Railroad No. 9085 4-12-2 Baldwin Locomotive Works No. 60,000 4-10-2

19

Central Railroad

No. 2814 2-10-2 Atchison, Topeka & Santa Fe Railivay No. 4000 2-8-2

2-10-4

Canadian National Railways No. 6038 4-8-2 Chesapeake & Ohio Railway

New 07

& Pacific Railivay

No. 600

35

37

No. 4052

Timken No.

1

2-8-8-2

1

1

1

&

Company

4-8-4

Chicago, Milwaukee, 39

•77

Roller Bearing

Pacific Railroad

179 St.

Paul

No. 6402

181

5

Chesapeake

Northern Pacific Railivay No. 5002 2-8-8-4

183

Wester 71 Pacific Railroad 185

187

189 2-6-6-4

iioi St.

Paul

191

&

4-4-2 Pacific Railroad No. 3 Union Railroad No. 303 0-10-2 Norfolk & Western Railivay No. 2 12 2-6-6-4 1

Baltimore

193 195

&

4-8-4

197

2-10-4

Rjchviond, Fredericksburg

4-6-4 St.

Paul

No. 455 4-8-4 Pennsylvania Railroad

"235

6-8-6

237

Pennsylvania Railroad

No. 6184 Baltimore

4-4-6-4

&

239

Ohio Railroad

243

205

Pennsylvania Railroad

No. 5505

4-8-4

245

4-4-4-4

247

Nevi' York Central Railroad

207

No. 6001 Chesapeake

209 211

& Saulte

4-8-4

&

Ohio

249 Railii'ay

No. 500 4-8-8-4 Turbo-Electric 251 Norfolk & Western Railnay

No. 2156

2-8-8-2

Neil- York, Chicago

Railroad

4-8-4

233

203

Ste. .Marie Railroad

No. 5000

4-6-6-4

No. 6 4-4-4 Shav-geared Reading Company

Canadian Pacific Railway

,

231

241

&

Potomac Railroad No. 553 4-8-4 Denver & Rio Grande Western Railroad No. 1801 4-8-4

No. 2850 Mimieapolis

No. 5139

No. 2100

4-8-4

2-8-4

Pacific Railv:ay

No. 7600 2-8-8-4 Western .Maryland Railv:ay

Southern Pacific Railroad

No. 4439

No. i960

201

Kansas City Southern Lines

No. 900

229

4-8-4

& Nashville Railroad

No. 6200

Haven & Hartford No. 1400 4-6-4 199 Ohio Railroad

No. 5600

227

Central of Georgia Railii'ay

Neil' York, Xezi-

Railroad

2-10-4

No. 815

Northern

M'est Virginia

No.

Rail\iay

225

Louis, Southviestem Railivay

Louisville

4-8-4

Chicago, Mil\i'atikee,

No. 6474 St.

Lehigh Valley Railroad

&

Ohio Railiiay

2-6-6-6

Pennsylvania Railroad

No. 254 2-8-8-2 Wabash Railroad No. 2921 4-8-4

No. 5103 Pittsburgh

&

No. 1625

No. 776

253

&

St.

Louis

2-8-4

-55

213

Pennsylvania Railroad

No.

6 1 00

6-4-4-6

Atchison, Topeka Railiiay Detroit,

1

& Santa Fe

No. 5004

Toledo

2

2-10-4

^'7

& Ironton

Railroad No. 704 2-8-4 Union Pacific Railroad No. 4000 4-8-8-4 Norfolk & Western Railviay No. 600 4-8-4

-'9 221

223

19

First, the shrill ivhistle, theii the distant roar.

The ascending cloud

of steavi, the gleaming brass,

The mighty moiling arm; and on amain

The mass comes The quaking

A

thundering, like an avalanche o'er.

earth; a thousand faces pass

moment, and

—

are gone, like ivhirlivind sprites.

Scarce seen; so rmich the roaring speed benights All sense and recognition for a

A

little

space, a minute,

Then look Aii'ay,

and a mile.

again, ho^iv siviftly

a^ci'ay,

-^'hile;

it

journeys on;

along the horizon

Like drifted cloud, to

its

determined place;

Poner, speed, and distance, melting into space.

(from an unidentified verse of over one hundred years as^o)

1900

Chicago i^ North Western Railway

no. 1015

4-4-2

The Atlantic type was so named for its first being built for the Atlantic Coast Line in 1895. This representative Schenectadv-built engine turn of the century in design. It

is

an almost classic example of simplicity and cleanness

saw service hauling such

—American

Builder

Locomotive

^^-

Cylinders— 10'' x 16"

Steam Pressure— 200

trains as the

lb.

lb.

Overland Limited.

— tons Water— 5,200

Fuel

j^i^

Weight, light— 202S00

22

at the

8

gal.

Drivers— "^i"

Tractive Effort— 22,100 -^j^ Class

D

lb.

1

1

.

1900

Erie Railroad

no. 521

Originally

a

type by 1905.

Vauclain compound,

When

first

this Atlantic

was

4-4-2

rebuilt into a simple

was used in through-line more than one division. The three type from compound through 1905

delivered this class

passenger service although not over

photos show the evolution of

this

rebuilding to latest appearance in

Builder

—Baldwin Locomotive

^^^^^

1

Fuel

j^-^

Weight, light— 72,970

24

92

—

12 tons

Water— 6,000

Cylinders-ir x 26"

Steam Pressure— 200

1

lb.

lb.

gal.

Drhers-76"

Tractive Effort— 8,800

^_^_ Class— Ei

lb.

W-^

1

1900

Plant System

no. no

4-6-0

No. no serves to illustrate her somewhat more famous sister, the in, which set an unofficial speed record of 120 miles per hour in 1901. In March of that year, the Plant System and the Seaboard bid on a new contract for faster mail between Washington and the West Indies. Eight cars of mail from Washington were divided between the two roads at Savannah, and the first to get its four into Jacksonville was to get the contract.

The

Plant System ran the four cars as a special, starting with engine

No. 107 which reached Fleming where it was delayed with a hot driving box. Here the 1 took over, leaving an hour late. From Jesup to Jacksonville via Way cross miles the trip was made in 90 minutes or at 77.3 1 5.9 1 1

—

—

1

miles per hour, while between Screven and Satilla the time

and 30 seconds or

The and the

1 1 1

1

was renumbered 210.

—Rhode

Island

Weight, total—

2

by

was dismantled

in 1942.

—

Fuel

9^4 tons

Water— s,ooo

2

gal.

1

Tractive Ejfort-i i ,240 ,900

80

lb.

lb.

minutes

the Atlantic Coast Line in 1902

S''

52

—

Steam Pressure

It

Locomo-

Works (Alco)

Cylinders— ig'' x

26

speed of

Plant System was acquired

Builder tive

at a

was

20 miles per hour.

j^j^ Class— Kg

lb.

1901

St.

Louis^ Iron

Mountain

^

Southern Railway Built at the Brooks Works

at

no. 1805

freight service, the engines of this class

and Gads Hill grades between

New

Dunkirk,

De

4-8-0

York, and designed for

were used over the Mineral Point

Soto and Piedmont, iMissouri. This

wheel arrangement never attained very much popularity, Consohdations (2-8-0) being

much more

—American

Builder

generally used in freight

Locomotive

coal burners

6 oil burners

Co.

—

Cylinders

1

2

" x

3 2

"

— 215,150 Steam Pressure— 1901b. Weight, engine

28

—9

Fuel

traffic.

Dia. Drivers lb.

—

" 55

Tractive Effort

Eng. Nos.

—41,440

— 1803

lb.

to 1817

2

2

1902

New

York Central

&

Hudson River Railroad This locomotive

is

representative of the

York Central System.

It v^as

found

no. 298o first

Atlantics used

4-4-2

on the New-

so satisfactory in design that

no im-

portant changes were necessary for five years, during which time a large

number were

built for the Central.

They were

used in fast passenger

service.

Builder

—American

Locomotive

^^-

Cylinders—

5,

1

" x

2

6"

Weight, total— 86,500

— 00

Steam Pressure

30

— lotons Water— coo

Fuel

2

lb.

dj^. lb.

gal.

Drivers— y

9''

Tractive Effort— 2^,^00

R.R. Class

1

1

o

lb.

1902

St Louis^ Iron Mountain i^ Southern Railway The

no. i626

4-6-2

first Pacifies used in this country were these locomotives; in fact,

according to most sources, the type was named for their having been built for the Missouri Pacific, although the Baldwin-built machines exported earlier are also credited for

I.M.

&

S.,

naming

which was incorporated

senger service and some were

oil

this

wheel arrangement. The

St. L.,

Mo. Pac, used them

in pas-

into the

burners. Their original

numbers were

6501 to 6516. Builder

—American

Locomotive

^^-

Cylinders— 1 o" x

2

32

gal.

6" j^i^

Weight, engine— 193,000

Steam Pressure

— lotons Water— 5,000

Fuel

— 200

lb.

lb.

Drivers— 69''

Tractive Effort— 26,83$

lb.

T

a.

&

K. -f-l

9I

ai '

o

3:

O

-^

^

1902

Chesapeake i^ Ohio Railway This was the second out

by

no. 147

4-6-2

Pacific type built for domestic use, also being turned

the Schenectady

Works.

It

was

rebuilt later with Walschaerts

valve gear, stoker, and larger tender, and was renumbered 430.

—American

Builder

Locomotive

^*^*

Cylinders— 11" x

iW

j^i^.

Weight, light— 309,000

Steam Pressure

34

— 200

— Water— 6,000

Fuel

lb.

lb.

9 tons

gal.

Drivers— ji"

Tractive

E^m— 32,000

jij^ qi^^^

p

j

^

lb.

1903

Lake Shore i^ Michigan Southern The

no. 695

2-6-2

Prairie type was the logical development from the 2-6-0 or

as a result

ments.

It

power

of larger boiler capacity and greater tractive

was

not, however, built in as large

numbers

were developed simultaneously, these proving better their four-wheel leading trucks. Prairies at the

The

peak of their design. In

engine illustrated fact, if the

require-

as Atlantics, at

Mogul which

high speed with is

an example of

term "graceful" can be

applied to a locomotive, this machine particularly deserves

it.

The 695 was

used in fast passenger service and the small lettering on the cab panel advertised the "Universal Exposition, Saint Louis 1904."

Builder

—American

Locomotive

^^-

Cylinders— 10V2" x

2

gal.

Tractive Effort— 25,000

total

lb.

3<S

13

8"

— 320,000 Steam Pressure— 200 Weight,

— tons Water— 6,000

Fuel

lb.

lb.

1903

Atchison^ Topeka i^ Santa These were the name to the type

first

Fe Railway

no. 917

2-10-2

engines of their wheel arrangement and so gave the

—Santa

Fe.

They were tandem compounds which had

a

pair of high-pressure cyUnders placed ahead of the low-pressure cylinders

A common piston rod

located in the usual position.

and the resulting thrust was quite even to the

passed through both

drivers.

Thirty-four of this

type were delivered to the road in 1903 and fifty-two more the following year,

all

being used in freight service. Later they were rebuilt

engines with

zS^x

as

cylinders with 200-pound steam pressure and a

32''

rated tractive effort of 74,800 pounds.

Builder

—Baldwin Locomotive

Works Cylinders

19''

and

32''

— 40 Steam Pressure— 225 Weight,

light

2

87,2

lb.

38

Fuel

—Nos. 900-939

coal

burners; others,

—

simple

x

32''

lb.

— 57" Tractive Effort—6 R.R. —900

oil

Dia. Drivers

Class

2 , 8 00 lb.

.

1903

Philadelphia

ijr

Ten of in

Reading

no. 383

these engines known

as

t

double-end tank locomotives were used

suburban service in Philadelphia between Reading Terminal and Chest-

nut Hill.

The

short runs and impossibility of turning tender engines at the

suburban terminus were responsible for the design, and until electrification of this area in 193

Builder

—Baldwin Locomotive

^o^^s

— 201,700 Steam Pressure — 200 Weight

this

type was used

1

Dia. Drivers

—61V2"

Tractive Effort— i6,S'\o

Cylinders— 20" x 24"

40

2-6.4

lb. lb.

j^j^ Class—Qih

lb.

^

1904

Baltimore ij Ohio Railroad This was the its

first

by James E. Muhlfeld it

its

designer appeared in France in

of the B.

& O. and

was completed

Exhibition from which

it

Carl

J.

Louis

went into service handling freight over the

road's

"Old Maud" inaugurated

—American

Locomotive

^^-

Cylinders— 10" and

3

2''

Weight, total— 34,500

Steam Pressure— 2 3 5

42

875. Designed

at the St.

in time to

be exhibited

expectations in every respect, thus vindicating a

Builder

1

Mellin of the American

heavy western Pennsylvania grades. Not only did in design, but

o-e-eo

Mallet type to be built in the United States, although

forerunner named for

Locomotive Co.,

no. 2400

lb.

x

more than exceed number of new features it

a trend to such

— tons Water— 7,000

¥uel

power.

15

gal.

2'' 3

lb.

j^^^

Drivers— '^d"

Tractive Effort— ji.soo j^^j^^

Class— DD i

lb.

iL^

~

1

,i

°

i-

'

1

t.

WmW h ^ Hti 1 \

IS mm

i:ilik5

1

K,

"

'U^^^t^^l ^

IP 'jr

"

P^'%

,

jkPI

if

BtiiH^"

1^

1905

Pennsylvania Railroad The Di6

NO. 1223

Class of the P.R.R. represents the

velopment on the System and the

number of

variations

last

acme of American-type de-

of their kind.

from Di6 through

4-4-0

a,b,c,d, to

The

class includes a

Di6sb, the 1223 ex-

emplifying the ultimate in design. Before the advent of the Atlantics, these 4-4-o's pulled the

new

Pennsylvania Special in 1902 on a twenty-hour

schedule between

New

York and Chicago making an

record.

The

fittings

have altered

1223

is

its

original appearance slightly.

Builder

Fuel

—

Cylijiders

Dia.

Drivers— 6S"

—Juniata Shops — 2o!4" x 26" — 141,000 Weight, Steam Pressure — 175 engi?2e

lb.

65-6iS3f-

44

excellent on-time

being preserved, although some of the more modern

lb.

1

3

tons, 5,600 gal.

Tractive Effort

— 23,902

R.R.Class—Di6sh

lb.

W

1905

Northern Pacific Railway MiKADOs WERE designed this

NO. 1529

for and generally used in freight service, although

photo shows such an engine

at

Gardiner, Montana,

entrance to Yellowstone Park, September, 1940.

one hundred and sixty Class

W

1904 to 1907, eighty-seven of first

on the N.P.

2-8-2

to be converted

are

from

the northern

No. 1529 was one of

by the Brooks Works from in service. It was one of the

engines built

which

at

still

coal to

oil, this

being done particu-

which open-air observations were

larly because of the tourist trade, for

used.

Builder

—American

Locomotive

Fuel

—

Co.

12 tons (orig.)

3,449 gal.

— 24" x 30" Weight— 263,500 Steam Pressure— 200

— 8,000 Dia. Drivers— Water

Cylinders

lb.

lb.

oil

gal.

63''

Tractive Effort

—46,600

lb.

R.R. Class—

-%.**-n^

46

V*<^OED V^CI^H-T*

"

1905

Atlantic Coast Line Railroad This switcher was of the A.C.L.

It

and was one of

Some were Builder

built for the

no. 139 Wilmington & Weldon Railroad,

represents a typical switching engine of the early a fleet

Baldwin-built and others were supplied by American.

—Richmond Works

— tons Water— 500

Fuel

7

2,

Cylinders— ig' x 24"

j^^^

Weight— i6i,s6s

Tractive

Steam Pressure

lb.

— 180

a part 1

900's

of such locomotives numbered from 126 to 185.

("^^^^^

48

0-6-0

lb.

^^

gal.

Drivers— s

i

£fm— 26,510

Class

E4

lb.

1905

NashvilUy Chattanooga ij St.

Louis Railway

This ten-wheeler was modified

no. 280 since the early photo

valve cylinders, Walschaerts valve gear, and

improvements. indicate that

Builder

It

was

it is still

was taken

reverse are

heavy passenger engine for

a

its

—

—Baldwin Locomotive

Cylinders— 22'' x 26" Weight, total— ^02,900

Steam Pressure— 200

— 10% tons

lb.

gal.

^j^ Drivers— 66" lb.

Tractive Effort— ^2,^00 7^ 7^

Cto—68A3

the

day, and records

Fuel

Water— 6,000

piston

among

in service.

Works

50

power

4-6-0

2

lb.

1905

Pennsylvania Railroad Consolidations such service. built

on

no. as this

built in large

Walschaerts valve gear was

by Baldwin's and

all

were

the results

first

were

others then under construction.

ber 22, 1905, the Baldwin

2-8-0

i

numbers for heavy freight

appUed to ten such engines (H6b) so satisfactory that

Between October

i

it

was

o and

Works completed one hundred and

installed

Novem-

sixty Class

H6b

engines and through 1907 delivered four hundred and twenty-three.

The

"s" in the railroad classification denotes

—Baldwin Locomotive

Builder

Works Cylinders— 22''

was superheated.

— 14 tons

Water— J, 200 gzl x 28"

j^j^

Weight, ^72gme— 204,800

Steam Pressure— 20s

52

Fuel

it

lb.

lb.

Drivers—s6"

Tractive Effort—^2,110 ji^ji^

Class—U6sb

lb.

o'/if-

—

—

1906

Northern Pacific Railway

NO. 2450

2-6-2

one of one hundred and fifty Prairie-type locomotives built for the N.P. by the Brooks Works during 1906 and 1907. Eighteen are still on the roster of motive power and fourteen are still in service. The photo was made in June, 1947, at St. Paul. As they were too light for mountain servThis

ice,

is

nearly

all

were assigned

to the St.

Paul-Duluth and Mandan territory

and a few were used on the Idaho Division. All are used for switching.

—American

Builder

Locomotive

Co.

— loKotons Water— 7,000 Dia. Drivers— Tractive Effort— 35,000

\

Fuel

gal.

Cylinders— 11V2' xi%"

— 208,500 Steam Pressure— 200 Weight, engine

63''

lb.

r

lb.

R.R. Class—

lb.

I

I i

00 t

AS"

O.

"

O.

wm'l ctr. •»»•

k

a-

^^ *itx


-av-a^"

-ZZ'-w -38'-3t'*

54

r'AZ. -itrZS-

j-In

-s

1906

Chicago^ Burlington

ip-

Quincy Railroad This Pacific

is

no. 2828

considered by the road's Motive

4-6-2

Power Department

one of the milestones among their twentieth-century locomotives. one of seventy

built

appearance. All this still

on the

was

from 1906 to 1909 and the photo shows its original class were rebuilt through the twenties and most are

road's roster, although evidently not for long as dieselization

progresses.

—Baldwin Locomotive

Builder

Works and American Loco-

— 200

13 tons

^F^^^r—-9,000

^ 1 ractive .

Weight, wm/-4Z5,79o

Steam Pressure

—

Fuel

gal.

— 74" ^^ Effort — 34,000

Dia. Drivers

Cylinders — i^"xi%"

56

to be

It

lb.

lb.

^^

ciass-Si.

„ lb.

1907

Northern Pacific Railway

NO. 328

This was one of ten Rogers-buik ten-wheelers port but acquired

by the N.P. when the

ance. Being too light

4-6-0

originally ordered for ex-

original purchasers refused accept-

and top heavy for main-line

service, they

were used

The photo was made at Wyoming, iMinnesota, in Sepwhen the 328 was assigned to the now-abandoned Taylors

branch-Une work. tember, 1946,

Falls Branch. It

Builder

is

the only one of

—American

its class still

Locomotive

Co. Cylinders

in existence.

— tons Water— 5,000 Dia. Drivers— 57" Tractive Effort — 26,600

Fuel

8

gal.

—

19" x 16"

— 153,000 Steam Pressure— 190 Weighty engine

lb.

lb.

58

lb.

R.R. Class—Sio

^ A*^l i.t- >9r

in

5''^l

^

1

7

\

1907

New Yoi% New Haven

is

Hartford Railroad The

1009 WAS one of a

the Merchants, the

Bay

no. 1009

4.6-2

fleet

of twenty Pacifies of this class which pulled

State,

and the Knickerbocker Limiteds some forty

years ago. These were Baldwin-built while another eight were Alco machines,

two more of

the latter being added to the roster in 19 lo. In 191

piston valve cylinders replaced the slide valve type and superheated steam used.

They were

operated in local service out of Boston and at the

last

present time three are

Builder

—Baldwin

still

on

(Nos.

call.

1009-

^^^9)

Alco (1OOO-IOO8, 1030, 1031) Cylinders

—

2

Steam Pressure

60

2

7,000

— 200

T-.-

T-.

lb.

lb.

^^

gal.

•

^ i ractive

2"x28"

Weight, engine—

— 14 tons Water— 6,000 Dm. Drivers— ¥uel

r^n-

,/

7

tjjort

Class—

i

3

—

,.

3

1,550

lb.

I

.COOP uHG PAce,

"

1907

Chicago^ Rock Island i^ Pacific Railroad This Consolidation ble,

is

NO. 1799 from records

representative of the R.I., but

although so lettered,

it

2-8-0

was not accepted by the road because

availait

was

too heavy on the drivers. Instead, the 2200 was delivered, this being ac-

cording to specifications although otherwise essentially the same. subsequently modified in 192

and was renumbered Builder

1

—Baldwin Locomotive

— tons Water—9,000 Dia. Drivers— 63" Tractive Effort—49,130 — Road R.R. Fuel

15

gal.

—

Cylinders

2 5

%

" x

3

2

—400,870 Steam Pressure— 185 Weight,

It

total

lb.

lb.

was

but retained the same wheel arrangement

784.

Works

62

1

Class

60,

lb.

Class

C49

"

1907

Erie Railroad There were

NO. 2602

three of these

first xMallets

larly interesting as being the

arrangement ever

Erie,

and they are particu-

only "camelback" engines of such wheel

They were

primarily used in pushing service and

on the heavy grades of the Delaware and Susquehanna

especially

When

built.

on the

0-8-8-0

rebuilt in 192

1

Divisions.

with a pair of leading and trailing wheels, the cab

was moved back over the

firebox.

The

original designation

was "Angus"

type.

—American

Builder

Locomotive

Co.

Cylinders— is" x 28", 39" x

—424,000 Steam Pressure— Weighty

light

2

64

1

5 lb.

lb.

28'

— 16 tons Water— 8,500 Dia. Drivers—

Fuel

gal. 1

5

Tractive Effort

R.R. Class—Li

—94,070

lb.

1908

Great Northern Railway Another very

NO. 1800

early Mallet

was

this engine,

2-6-6-2

one of forty-five

built

through 1907 and 1908. Designed for heavy freight service in the Rockies and Cascade Mountains, they were coal burners. All were dismantled be-

tween 1922 and 1925 and shops on the System. Builder

Class

O5 Mikados built from the parts at various

—Baldwin Locomotive

Works

— 20" x Weighty —45 ,000 Steam Pressure— 200 Cylinders

total

30",

1''

3

1

lb.

x 30'

— tons Water— 8,000

Fuel

16

gal.

— 54,520

Tractive Effort

lb.

R.R. Class—hi

lb.

66

I

1909

Reading Company The

303

Shops.

NO. 303

WAS one

It

4-4-2

of three three-cylinder locomotives built at the Reading

was designed by the company's chief draftsman, Edward O. El-

and besides being notable for the extra cylinder arrangement, it was the first engine on the Reading to have Walschaerts valve gear. The 3 00 was liott,

very similar but the 344 rebuilt from of details.

P5a

a

in 191 2 varied in a

number

The three were used in high-speed passenger service on the New

York-Philadelphia and the Camden-Atlantic City runs. All were rebuilt as simple engines in 19 16 and 191 7.

Builder

—Reading Shops

— 80" Tractive Effort— 29,454

Dia. Drivers

Cylinders— i%V2" X 1^"

— 226,700 Steam Pressure — Weighty

total

lb.

'b.

R.R. Class— Qih

2 2 5 lb.

1^ u:

[

1(1

'

'

ii£.

1

'39 -»:r_ —r^il'-

68

i*

sa^-N 24*

^

1

1909

Western Pacific Railroad No. 94 WAS

the

River Canyon. 86 to io6.

It

was taken; and other

first

NO. 94

engine to pull a passenger train through the Feather

was one of twenty ten-wheelers which were numbered has been restored to its original appearance since the photo It

higher old-style headlight, striping on domes,

this includes a

characteristics of the period.

—American

Builder

Cylinders—

1 ''

x

Locomotive

6"

Steam Pressure

— 200

— 19 Water— 7,000

Fuel

^

2

Weight, total— ^i6,Soo

lb.

lb.

*7i//*-

70

4-6-0

-^

3,0

gal. oil

gal.

Drivers— 6^

Tractive Effort— 2^,100

lb.

.

1909

Southern Pacific Railroad This was one of the

two Mallet compounds built for the Southern Sierras. From Roseville to Summit the vertical rise

6,623 feet in 89 miles or a 2.65 per cent ruling grade, and these engines

were designed and intended their

to be used

on

this part of the S.P.

But although

performance was up to expectations, their use through the snowsheds

led to the first "cab ahead" type,

system (see

p. 8

1

and they were assigned elsewhere on the

)

—Baldwin Locomotive

Builder

Works Steam Pressure

72

2-8-8-2

first

Pacific for use over the is

no. 4000

— 210

— 57"

Dia. Drivers 2^ j^

lb.

Class— UC

/5-/i

1909

Atchison^ Topeka

& Santa Fe Railway

NO. 1301

4-4-6-2

This and her sister engine, the 1 300, are particularly interesting for several reasons. They were the first Mallets to have a four-wheel leading truck, they had the largest driving wheels ever applied to articulated engines,

they were the largest and most powerful passenger locomotives built,

and they were the

after they first

went

first

to have this

into service they

—Baldwin Locomotive

Builder

^^^'^^ 38''

— 376,850 Steam Pressure— 200 Weight,

total

lb.

74

wheel arrangement. Six years

were

rebuilt into Pacifies.

—

Dia. Drivers

73''

Tractive Effort

Cylinders— 1^" and

x

28''

lb.

when

— 53,700

lb.

/

._or

;

i

^--r

l-a

V

-*-

..(

t

^

-

V* - *- "'

1910

Pennsylvania Railroad This was the

first

of the famous

ones were superheated. plant and

was

miles an hour.

which

it

made

NO. 5075

It

E6

Class of Atlantics, although following

underwent

a series of tests at the

tried in passenger service pulling

up to

Altoona testing

fifteen cars at 58.05

One of its runs was from Altoona to Philadelphia, at

4-4-2

235 miles,

67.4 miles per hour (deducting for a three-minute stop at

Harrisburg). Running between Fort

Wayne

was compared with other power, was found

and Valparaiso, Indiana,

to have equal

drawbar

it

pull to

K2 The

40 miles per hour, and could better this at higher was superheated and renumbered 1067 in 191 2; it was 5075 followed by large numbers of similar engines (E6s) which handled most of

the

Pacific at

speed.

the Pennsylvania's high-speed traffic until the

—Juniata Shops Cylinders— 22" x 16" — 231,500 Weight, Steam Pressure— 205 Builder

total

lb.

K4

Pacific

— 15% tons Water— 150 Drivers— 80" Tractive Effort— 27,410

Fziel

7,

lb.

gal.

Dia.

R.R. Class—E6

76

was developed.

lb.

1910

Atchison^ Topeka i^ Santa Fe "Unusual" of this class

no. 1493

4-4-2

hardly describes the twenty-three pecuhar-looking Atlantics

—

in fact,

gainly appearance. reheaters and

Railway

they were called "Bull Moosers" because of their un-

They had

Jacobs-Shupert fireboxes and smokebox

were four-cylinder balanced compounds. The form of Wal-

schaerts valve gear

was

also unusual.

Nine

of the lot were scrapped and

the others were rebuilt through the twenties into simple locomotives. In the process, their boilers were shortened, the resulting engines being

more conventional

in appearance.

—Baldwin Locomotive

Builder

^^^*^^

Cylinders— is''

2nd 25" x 26"

— 231,675 Weight, Steam Pressure— 220 total

lb.

78

lb.

—73" Tractive Effort— 24,000

Dia. Drivers

^j^ Class— i^So

lb.

much

iiL

1910

Southern Pacific Railroad

NO. 4102

4-8-8-2

While this is not the original "cab-ahead" engine, it was one of the earher ones.

The

snowsheds between Truckee and Blue Canyon

when

in winter passes.

When

(see p. 73

The new

),

drifts of fifty to

built to

two hundred

feet

keep the

series of

line

deep piled up

open

in the

the 4000 and 4001 were operated through these snowsheds their

crews were

all

too frequently overcome

by

the gases.

design was developed to overcome this objection as well as to

increase visibility. Fuel oil

pressure

was the 38-mile

principal reason for this cab location

was piped the length of the engine

from the tender, and locomotive and tender

at five

positions

pounds

were

re-

versed, thus creating this cab-ahead type. Fifteen engines constituted the original order fleet

of over

and these were compounds. In recent years the

two hundred such power, although

were

all

S.P.

had

a

single expansion

locomotives, conversions of the older engines having been started in 1927.

FIRST CAB-AHEAD

Builder

—Baldwin Locomotive

Works Cylinders

TYPE

— 3,817 Water— 2,000 Dia. Drivers — 57" Tractive Effort —90,940 Fuel

— 22"x3o"

(rebuilt

—481,200 Steam Pressure— o Weight, engine

2

gal.

1

lb.

lb.

lb.

LOCOMOTIVE ILLUSTRATED

—Baldwin Locomotive

Works

AC4

—4,889 Water— 16,152 Dia. Drivers— 63" Tractive Effort — Fuel

gal. oil gal.

— 24" x 32" (simple) Weight, engine — 614,000 Steam pressure— Cylijiders

lb.

2 3 5 lb.

80

gal. oil

1

simple)

Builder

AC!

1

16,900

lb.

u .(,

1911

& Santa Fe Railway

Atchison^ Topeka

This was another very unusual type of Mallet boiler. Fifty rings of high

carbon

steel the

no. 3322 in that

it

had

2-6-6-2

a

hinged

diameter of the boiler shell and

ten inches wide were riveted together alternatively at their inner and

outer edges to form a metal bellows which joined the

These were each bolted

to an engine frame

boiler sections.

and only one

pipe, that connecting to the high-pressure cylinders,

ble

two

was experienced when cinders got into the

flexible

steam

was required. Trou-

folds of the bellows caus-

ing them to burst on curves. Other types of flexible boiler arrangements

were

experimented with on some

also

six

succeeding engines, but none

were entirely satisfactory. Although other Mallets were built later in the Santa Fe Shops, these were the

last

—Baldwin Locomotive

Builder

^^^^^ Cylinders— 2^''

and 3 8" x 28"

— ,800 Steam Pressure— 220 Weight,

total

3

8

1

lb.

82

lb.

purchased by the railroad.

—69" Tractive Effort— 62,400

Dia. Drivers

^ j^

Class— ^^00

lb.

)

1911

Seaboard Air Line Railroad No. 89 WAS one

no. 89

of a group of light Pacifies built

191

1

to 1913

and

more Pacifies, but somewhat heavier and with smaller drivers, were also

used to handle principal passenger trains on the

very similar

from

4-6-2

S. A.L.

Fifty

built in this period for freight service.

Builder

—Baldwin Locomotive Works

(

Water— '^,000

5

American Locomotive Co. ,

,•

„,

,

r/

if x

r.„ 28"

^^ — 366,040 Steam Pressure — 195 .

,

Weighty

,

total

„

gal.

—72 Tractive Effort— 34,1001b. ^^ t^.

ta

•

Dia. Drivers

.

(15)

^ Cylinders—

— 14 tons

Fuel

,/

R.R. Class—V (Nos. 85 to 104)

lb.

lb.

84

J

1911

Chesapeake ^7 Ohio Railway Here

rangement

—the

4-8-2

two locomotives having another new wheel arMountain type, so named for its having been designed to

one of the

is

no. 318

first

handle 600 to 700-ton passenger trains over

i

in

60 and

i

in

70 grades

of the Clifton Forge Division in the Alleghenies. Disregarding articulated types, they

motives

were claimed to be the world's most powerful passenger loco-

when

built.

Two

year, these later being

were delivered

numbered

—American

Builder

Co. (Richmond Works)

Cylinders— 29'' x 28"

_

and one the following

—

Fuel

Water—g.ooo j^j^.

(origi-

15 tons gal. (original)

Drivers—62''

Tractive Eifort—s S, 000

i\

Steam Pressure

86

1

540, 541, aivl 542.

Locomotive

Weight, ^0?^/—499,500

in 191

— 180

R.R. Class (present) lb.

—

Ji

\b.

5

1911

Atchison^ Topeka is Santa Fe The

Railway

biggest locomotives built up to

this

no. 3000

2-10-10-2

time were the ten Mallets of the

3000 Class which were assembled at the Santa Fe's Topeka Shops. They were designed to exert a tractive force of 1 i,6oo pounds, an almost unbe1

lievable

power

then, and

were constructed from ten

existing 2-10-2 en-

by Baldwin, who also supplied the They were not too successful and from 9

gines and ten low-pressure units built special turtle-back tenders.

to 191 8

were

Builder

1

rebuilt as simple 2-10-2 types.

—

S.F.

Topeka Shops &

Baldwin Locomotive Works

Cylinders— 1%''

and 38" x 32"

—616,000 Steam Pressure— 225 Weight,

total

lb.

88

lb.

Dia. Drivers

— 57"

Tractive Effort— \ j^j^ Class— ^000

1 1

,600

lb.

1

^'*

I n

I

III

Lj.m

r^S

J J

Li

^

-I]

"\ .1l-«3

tol

1

1912

New

York Central Railroad

no. 3406

A Baldwin engine on the New York Central

is

about

as rare as

4-6-2 an Ameri-

can Locomotive Company's machine on the Pennsylvania. This Pacific used in high-speed passenger service

—Baldwin Locomotive

Builder

'^^^^^

Cylinders—

3

V^" x 26"

Steam Pressure— 200 lb.

is

one of such exceptions.

— 6 tons Water— 10,000

Tuel

£)^-^

1

gal.

Drivers— j()''

Tractive Effort— ^o.goo

lb.

R.R. Class—K^

90

J

1912

Chicago^ Rock Island

&

Pacific Railroad

no. 2536

A TYPICAL FREIGHT hauler was this Mikado. It lines so evident in the years

efficiency

were added to

is

2-8-2

noteworthy for

its

clean

before various accessories contributing to

boilers

and smokeboxes.

It is

probably

as repre-

sentative of an average 2-8-2 early in the century as might be found.

photo was taken Builder

in Philadelphia before delivery.

—Baldwin Locomotive

Works

—

Fuel

16 tons or 3,200 to 4,400

gal. oil.

— 28" x Weight, engine— 18,850 Steam Pressure — 190 Cylinders

30''

3

lb.

— 10,000 or 00 " Dia. Drivers— Tractive Effort— 60,295 —K60 (present) R.R. Water

11, 5

gal.

63

lb.

Class

92

The

15-^%—

.

\

1913 Chicago^ Rock Island

is-

Pacific Railroad Twenty As

engines of

this

NO. 961

type were built by the Brooks

4-6-2

Works

in

some were converted to oil burners and had one inch driving wheels. The class was also changed from P40 to P42. rebuilt,

—American

Locomotive

Builder

Co.

91

3

larger

— 14 tons Water— 8,500 Dia. Drivers— 73" Tractive Effort—40,250 —P40N0S. 950 R.R. Fuel

gal.

Cylinders— isV2'xi%''

—44 00 Steam Pressure— 200 Weight,

1

total

1

,

3

lb.

lb.

lb.

Class (orig.)

to

979

94

i

v^

^: W^m- ^

15^4^-

1913

Delaware^ Lackawanna is Western Railroad This Pacific

is

no. use

typical of the Lackawanna's

main

line

4-6-2

passenger

power of

the period.

—American Locomotive Cylinders— 25" x 28" Weighty —45,600 Steam Pressure— 200 Builder

total

lb.

— tons Water— 9,000 Dia. Drivers— 69" Tractive Effort —43,100 Fuel

lo

gal.

lb.

lb.

R.R. Class— N^

96

J

r*

'•

•s

m

^

1914

Pennsylvania Railroad The

1737

WAS

the

NO. 1737 first

of one of the most famous classes of Pacifies ever

operated on any railroad for greater sion,

power

more than

tially the

—the K4S.

It

was designed

as a result

of the need

for passenger service, especially on the Pittsburgh Divi-

the

E6s Atlantics or Kzs

Pacifies could produce. Essen-

engine was based on the E6s, being lengthened to take another

pair of driving wheels gear.

4-6-2

From

and having larger cylinders but very similar running

a rated tractive effort of 31,275

increase of about 42 per cent to 44,460

pounds for the Atlantic, an

pounds was obtained

After complete testing in service and on the Altoona test built in large

numbers

(at least

425) and was for

many

in the 1737.

plant, the

K4S was

years the standard

passenger locomotive on the Pennsylvania. In 1923 power-reverse gear

was added and those

built since

had

this feature; this

was the only im-

portant change made, which indicates the completeness and accuracy of the original design.

—Juniata Shops — 27" x 28" Weight, —468,000 Steam Pressure — 205 Cylijiders

total

lb.

— tons Water— 7,000 Dia. Drivers— 80" Tractive Effort—44,460 Fuel

Builder

12Y2

gal.

lb.

R.R. Class—

98

K^

lb.

1914

Erie Railroad Four of

no. 5014

these giants, the only Mallets of their kind,

2-8-8-8-2

were turned out by

Baldwin's, three being for the Erie and one for the Virginian. a

The

last

had

four-wheeled truck under the tender instead of a single pair of wheels

and had smaller drivers. Otherwise these "Triplexes" or "Centipedes" were similar.

The 5014 was named

the Matt Shay, following the Erie's custom

of honoring outstanding engineers with excellent service records. After

some

test

& O., she was used on the Erie's Gulf Summit grade, pushing service, as were her two sister engines. None of

runs on the B.

principally in

these super engines of their qualities

day were too successful,

as their

were incapable of supplying enough power for

cylinders. All three Erie engines

poor steaming their six

huge

were dismantled from 1929 to 1933 and

the Virginian's (No. 700) was rebuilt into a 2-8-8-0 type in 1920, this

reaching the end of

Builder

its

road in 1936.

—Baldwin Locomotive

^Vorks

Water— II, 600

Cylinders— 1 H.P., 36''

X

— 16 tons

Fuel

2

L.P.

£)^-^

Drivers— 6^"

32''

— 160,000

Tractive Effort

Weight, wt./-864,400

Steam Pressure

100

^2[.

—

2

1

o

lb.

lb.

^^

^;^^_p_

lb.

g

Q

3 ••-»*•

1915

St Louis^ Southwestern Railway

NO. 412

2-6-0

This engine was formerly No. 12 on the Blytheville, Leachville and Arkansas Southern, which was acquired by the Cotton Belt Route in 1929. It

represents almost the very

that only five

Builder

were

last

Works 19''

24''

x

— 169,800 Steam Pressure — 70 Weighty

total

17 700

3^000

j

41000

lb.

• l»

102

— —•

3 A 000

toy

.

— tons Water— 5,000 Dia. Drivers— Fuel

a.757S 7-fci

U-0"

United

States.

8

gal.

54''

— 23,184

lb.

R.R. Class—Di-260

I

8'-3"

type, for records indicate

Tractive Effort

lb.

1

j

Mogul

built since then for use in the

—Baldwin Locomotive

Cylinders—

of the

4 4»

11-7

49-10-

27575

2 7,575

_4_4'-aj^HJ»-i •&"->-

-

7-e'

l« 0"

27575

j

^i

-5-f—f-Ml^^^•-

3"'

1915

Reading Company

NO.

Four engines were

much

of this type, the only ones of their kind on the Reading,

built at the alike,

4-4-4

110

company's shops. They had front and rear trucks very

but being unstable were rebuilt in 191 6 into Atlantics.

They

were renumbered 350 to 353 and reclassified as Pysa. These were particupowerful engines for their type and were assigned to fast passenger

larly

service.

—Reading Company Cylinders— V2" x 26" Weight, engine — 230,800 Steam Pressure— 240 Builder

2 3

lb.

— 80" Tractive Effort— 36,604 —Cia R.R. Dia. Drivers

lb.

Class (orig.)

lb.

104

it:^

1916

Minneapolis ij St Louis Railway Fifteen engines of

type were delivered in 191

this

615 included, arrived on the

somewhat modified and

no. 615

M. &

St.

5

and

five

L. the following year.

partly streamlined in later years.

2-8-2 more, the

They were

By 1946 only

six were left and diesels are replacing these.

Builder

—American

Locomotive

Co.

— 24" x 30" Weight, —448,600 Steam Pressure— 200 total

lb.

'VsiS-ftlS;

-

»i*

106

(rebuilt

7^/4

1

gal.

Cylinders

to.zoo

— tons tender) Water— 10,200 Dia. Drivers— 59" Tractive Effort —49,800 Fuel

lb.

lb.

R.R. Class— M^Cl

Cma.

5lK Pkqc* O

«Kno

C

MT». Fan Rksmb-t

iff

rn%M%

O A C.

7

1917

Reading Company

no. is 17

Thirty-one Mallets of this type were to 1919. AH were compounds, but for they could use steam first

at

2-8-8-2

Reading from

built for the

increased starting tractive

reduced pressure

1

91

power

as single-expansion engines.

The

eleven locomotives of this class were rebuilt at the company's shops as

2-10-2 types

(KisaandKisc) from 1927

to 1930.

By 1936 the

181

1,

18 16,

and 1821 were rebuilt with single-expansion cylinders and by 1945 the remaining Mallets had been similarly rebuilt, making these articulateds 181

8,

the most powerful locomotives in service on the Reading.

Builder

—Baldwin Locomotive

^^^^^ Weight, total—^yS.soo

5 5 >2

—

2

1

o

lb.

lb.

(orig.)-98,48o (rebuilt)— 1

R,R, Class

"

1

lb.

1,400

lb.

— —N —Nisd

(rebuilt)

108

—

Tractive Effort-

Cyhnders-16" and 40" X 32"

Steam Pressure

Dia. Drivers

(orig. )

i

sa

"i

/

Ik

1

1918

Chesapeake i^ Ohio Railway Eight months

no. 137

United States entered World

after the

ment took over control of

all

War

I

4-8-2 the govern-

trunk-line railroads, and their operation was

put under the United States Railroad Administration.

The Administration

created a committee to standardize locomotive specifications, with the result that

twelve freight and passenger designs divided among eight types

were prepared. The Baldwin, American, and Lima Companies shared building these standard engines, one of which

peake

& Ohio Mountain

Builder

^^^^^ Cylinders— 8" x 30"

[

10

— 6 tons Water— 10,000

Tiiel

j^-^^

Weight, total—s^6,ooo

— 200

represented

by

this

type.

—Baldwin Locomotive

Steam Pressure

is

lb.

lb.

1

gal.

Drivers— 69''

Tractive Effort—sS.ooo

lb.

in

Chesa-

1918

Chicago i^ Eastern Illinois Railroad

no. 1925

2-8-2

Among the United States Railroad Administration standard designs were light

and heavy Mikados, This C.

—American

Builder

Locomotive

^^'

Cylinders— 16'/

x 30"

1

1

2

— 200

locomotive was one of the former.

— tons Water— 10,000

Fuel

j^i^

Weight, total—^jj,^oo

Steam Pressure

& E.I.

lb.

lb.

1

6

gal.

Drivers— 6^"

Tractive Effort-s^^joo

^ j^

£i^ss

N2

lb.

1918

Pennsylvania Railroad

no. 7246

This Santa Fe type was designed lines

west of Pittsburgh,

designs of which sion.

The Nis

to handle

its class

2-10-2

heavy ore and coal

being Nis.

trains

The Nzs were U.S.R.A.

were acquired and also assigned to the same divi-

thirty

locomotives were

among

the most powerful 2-10-2 types

ever built.

—American

Locomotive

Builder

^*_ ^^^

1

Works

/

v

(25)

'^'""'^' Effort-S4,S9o

Cylinders-^o" x 32"

—642,000 Steam Pressure— 117-

1

.

*

.

1

vv eight, total

^

2

114

1

— 20 tons Water— 10,000 Diu. Drwers— 61" Fuel

gal.

Baldwin Locomotive TTrr

on

5 lb.

^u

lb.

R.R. Class

—Nis

lb.

r

Jj^l^.

rrf®

^

^

3-

—

—

/<»f

w

1919

Louisville ij Nashville Railroad

no. i462

This Mikado was one of eighteen locomotives

2-8-2

Louisville Shops in 191 8 and 19 19.

by the road's South They were somewhat larger than the

preceding Ji type and were stoker

fired.

also

company-built, followed in 192

for twenty-four

J4A

engines delivered

— & Nashville Cylinders— 28" x 30" Weighty — 501,000 Steam Pressure— 195 Builder

Louisville

total

lb.

lb.

Anothei- sixteen (J2A) 2-8-2's,

and the

1,

built

last

order for this type was

by Baldwin's

in 1929.

— 16 tons Water—9,000 Drivers— 60" Tractive Effort— 65,000

Fuel

gal.

T>ia.

lb.

R.R. Class—]!

116

^1

/y-^/^.

1919

Pennsylvania Railroad One

NO. 3700

2-8-8-0

of the most interesting articulated locomotives ever

built

vi^as

this

single-expansion type, the most powerful steam engine the Pennsylvania

The drawbar pull was too great to handle trains not fully equipped with the latest AlCB couplers, and this locomotive was used in has ever had.

pushing service on the Allegheny Mountain grades, where

very well.

No

others of

obtained during

its

its

type were ever

it

performed

but valuable data was

built,

ten years of service.

—Juniata Shops Cylinders— loVi" x 32" Weight^total— 814,000 Steam Pressure— 205

— 14 tons Water— 3,000 Dia. Drivers— 6i" Tractive Effort— 135,000

Fuel

Builder

gal.

1

lb.

lb.

lb.

R.R. Class—UCis

29-Ot

2H&r-5

***" j-

^ 6 '-44*— 9-0' 16-

64'

97-3$ T^Ai.

-k 5 -6i • » 17- li-

k'T- 3 -84

5-

54 -4»5-7i-|-5B^—i 8i'4^3-8i"4* 17-

I

i-

5'-»"-4.V-t".^

9-6

<-^i

WIA.kAlK

-105- SItht-

118

J

1

1920

Railroad

Illinois Central Here

is

a

no. 2814

locomotive used in

the Illinois Central.

Two

fast freight service

2-10-2

on the Iowa Division of

different domes, a front

end

throttle,

and me-

chanical lubricator appear to be the only visible external changes

on

this

3025

engine since

series, it

it

was

first

was renumbered

—Lima Locomotive

Builder

^^^^^ Cylinders— 1,0" x

3

Steam Pressure

put into service. Originally in the 2901 to as

shown when

— 19 tons Water— 12,000

j^i^

— 275

lb.

rebuilt.

Fuel

2"

Weight, total— 6^i,soo

made

gal.

Drivers— 6^V2"

Tractive Effort— 10,5

1

2 lb.

lb.

120

ii

1921

Atchison^ Topeka

& Santa Fe Railway

There were one hundred and one 192

to 1926, the

1

More

first

no. 4000

locomotives of

this class built

2-8-2

from

No. 4015 of 1923 being illustrated. company's roster among twentieth-

of the series and

Alikados are represented in the

century freight power than any other type. Builder

—Baldwin Locomotive

Works

Dia. Drivers

—63"

Tractive Effort— 6^,000

Cyliitders—ij" x 32"

lb.

j^j^ Class—4000

— 330,500 Steam Pressure— 200 Weight, Engine

lb.

lb.

I

22

IL.'L

-,s,st

1921

Louisville ij Nashville Railroad

no. 255

The first five Pacifies were used on the L. & N. in

4-6-2

They were Alco engines and classed as Ki. Forty-five more were built by the company shops up to 19 10 (K2A). Following these came the seventeen K3 Class 1907.

and 1913, and forty-six of the K4 Class from 1914 to 1922, all company-built. Other classifications including U.S.R.A. engines (K5) in 191

2

following up to 1925 were eight Baldwin-built K5's, an Alco K4, and four

K6

engines.

— & Nashville 8" Cylinders — 22" x Weight, —412,000 Steam Pressure — 200 Builder

Louisville 2

total

lb.

lb.

— 16 tons Water— 9,000 Dia. Drivers— 69" Tractive Effort—

Fuel

gal.

R.R. Class— K^B

124

3

3,400

lb.

447S0

2asoi

74S0C

1

- ^

-f^-:rj

1923

Pennsylvania Railroad The

NO. 6813

first Mountain type on the P.R.R. was built experimentally at Al-

The

toona in 1923 and was numbered 4700. although

it

was

built

somewhat

later.

lar to the

All but

it

illustrates this class,

Its

appearance

generally simi-

fast freight service.

—Juniata Shops Cylinders— x Weighty — 560,000 Steam Pressure— 250 30''

total

lb.

— 15% tons Water— 7,700 Dia. Drivers— 72" Tractive Effort— 64,550 Fuel

Builder

gal.

lb.

R.R. Class— Ml

a^^

126

is

has larger tenders. All these locomotives have been used

both passenger and

27''

6813

In 1930 the latest development of the

4-8-2 on the P.R.R., the Alia, was built.

in

4-8-2

lb.

1923

Missouri Pacific Railroad Once popular

no. 1430

on the iMo.Pac. (one hundred and

in freight service

seventy-one were used until recently),

this

type of locomotive has per-

formed economically over years of operation. They kind of freight handling although, placing them.

Some

as

are

still

used for every

with most other roads,

of this class were

oil

—American

Locomotive

^^Cylinders

— i-j^'xii"

Weight, engine— 7,0s, II

Steam Pressure

128

— 200

lb.

5 lb.

diesels are re-

burners and about half were

booster-equipped.

Builder

2-8-2

— 63" Tractive Effort — engine — 62,950

Dia. Drivers

booster—4,47 5

lb. lb.

1923

Illinois

Central Railroad This

is

a heavy Mikado which was used

tucky Division.

number

NO. 1986

is

Builder

It

on the Ken-

has been rebuilt with larger cylinders and

its

1474.

—Baldwin Locomotive

Works

— 27" x 30" Weight, — 525,000 Steam Pressure— total

2 2 5 lb.

— tons Water— 3,000 Dia. Drivers— 63V2" Tractive Effort— 69,743 Fuel

16

1

Cylinders

130

in freight service

2-8-2

lb.

gal.

lb.

present

3^^.

19:^3

JVortJuim Pacific Railway The

NO. 1844

1844 WAS the Mikado which

distance freight runs

Coast to the of this class

were

Twin

by hauling

Cities

in

1925 set a world record for long-

a full

tonnage freight from the Pacific

without uncoupling from

—the W5 —were the Northern

its

train.

about

is

i

per cent in both directions, until the big Z5 articulateds 1

ber, 1940, just after is

and

where the ruling

The 844 was photographed at Muir, Montana,

replaced them.

Pass. It

Locomotives

Pacific's heaviest 2-8-2's

originally assigned to the Yellowstone Division,

grade

2-8-2

it

had helped

in

a time freight to the top of

presently assigned to the Lake Superior Division and

Novem-

Bozcman is

one of

twenty-five such engines originally ordered.

Builder

—American

Locomotive

Co.

— tons Water— 10,000 Dia. Drivers— 63" Tractive Effort— Fuel

16

gal.

— 28" x 30" Weighty — 545,100 Steam Pressure — 200 Cylinders

total

lb.

lb.

6 3 ,460

R.R. Class— Ws Nos. 1835 to 1859

A. (-.CO.

SOWCrr

^;-g-|-.rj-,^i^^

anao

ncogV

'

'

"m^ •3^

.

I

VVKS. i«^23

lb.

1924

Lehigh Valley Railroad

NO. 2092

4-6-2

of these locomotives replacing lighter Pacifies were delivered in 1924 and two more built in the company's shops were put in service the following year. They were used for heavy passenger traffic between

Ten

Newark and Buffalo, handling without tween Mauch Chunk and Glen Summit feet to the mile. They are fully modem

assistance trains of nine cars be-

Springs,

where the grades

4-6-2 's in

69 that they are equipped

with boosters, stokers, and superheaters. Builder

—American

Locomotive

Co.

— tons Water— 2,000 Dia. Drivers—

Fuel

22

1

—

Cylinders

Weight,

25''

total

x 28''

— 533,900

gal.

77''

lb.

Tractive Effort

—

engine— 41,5341b. booster

— 10,400

lb.

R.R. Class—K6^

6-11

134

—

lO-M

-lO""--^ 6-lo"*)*-5-r'4-^ 6-«0"--34Hl4' 3'3-e"--4-5i"75-0 .— — •^^T^cvSJrcB^r TOT^I A_< III 05- I TOTAU eHftiTEMOIR

are

1924

Maine Central Railroad Most main-line

NO. 469

passenger service on the Maine Central was handled

these Pacifies until the Class

D Hudsons were delivered in

the latter in turn are being replaced

Builder

—American

Locomotive

Co.

by

— 13H tons Water— 00 Drivers— 73" Tractive Effort— engine — 36,500 booster— 10,300

Fuel

— 24" x 28" Weighty —470,900 Steam Pressure— 195 total

1

gal.

Dia. lb.

lb.

R.R. Class— C^h

7at-7g

by

1930, and even

diesels for this traffic.

9,

Cylinders

.36

4-6-2

lb.

lb.

1925

Lima

Locomotive Works

no.

2-8-4

i

This was one of another new wheel arrangement locomotives which was The first was originally No. when built by the Lima Locomotive Works for experimental use and was owned by

given the nam.e Berkshire.

them

until

runner of

i

purchased by the

all

Illinois Central. It has

super-power locomotives and the

of most steam main-line engines built since. to obtain high

basis in

The

fundamental design

principal objectives

horsepower capacity and improved economy of

aims were fully attained.

Mikado No. 8000

Its

of 1922, built for the

—Lima Locomotive

Works Cylinders— iS'' x 30"

Steam Pressure

New York Central.

—

Fuel

2

1

tons

IF^rer— i5,5oogal. j)j^

Weight, engijie-^Ss, 000

— 240

lb.

fuel,

were

which

design was based largely on the experimental

Builder

.38

been called the fore-

lb.

Drivers— 6^''

Tractive Effort-

—69,400 booster— 13,200

engine

lb. lb.

L

h

1925

Texas

& Pacific Railway The

6oo was one of the

The

type taking the

NO. 600 first

ten locomotives of their wheel arrangement.

name Texas

for the T.

&

P. In

heavy freight service

they proved so satisfactory that fifteen more were ordered in 1928,

and another

Builder

—Lima Locomotive

Cylinders

Weight,

Steam

— 5,000 Water— 14,000 Dia. Drivers— 63" Tractive Effort — engine — 83,000 booster — 13,000

Fuel

gal. oil gal.

— 29" x 32" — 723,200

total

Pressure-

— 250

lb.

lb.

R.R. Class—

140

in 1927, thirty

fifteen in 1929.

Works

2-10-4

lb. lb.

^i^iiSx;^

i3f

fc-es:

•

;0-i»

O — Ax

ht-,.-

1925

Canadian National Railways The 6038 WAS one tional,

no. 6038

4-8-2

of five Mountain types delivered to the Canadian

then called the Grand

Trunk Western. The photo shows

Na-

the loco-

motive's original appearance; in the course of rebuildings since then, smoke deflectors,

Boxpok driving wheels,

stokers, mechanical lubricators,

other equipment have been applied.

—Baldwin Locomotive

Builder

Works

dj^.

Weight, total— 604, 1 1 o

142

1

8 tons

Water— ii,soog^\.

Cylinders— 16'' x 30"

Steam Pressure

—

Fuel

—

2

10

lb.

lb.

Drivers— j^'

Tractive Effort—^g, 600

^ji

Class

Uic

lb.

and

--J5

.^•

IffflK

f

m

I.

^l;

.

4

A

1926

Chesapeake

^

Ohio Railway

By about

no. 1572

the early twenties the trend

from true Mallets

or single-expansion articulateds was well established. of a second group of

C.

&

O., the

first

twenty such locomotives

built

2-8-8-2

to high-pressure

The

1572 was one

by Baldwin's

for the

twenty-five having been built in 1924 by Alco. Tunnel

clearances had prevented the use of larger

compounds with

their

huge

low-pressure cylinders, so this type of single-expansion engine was devel-

oped to meet the need for motive power with greater capacity. The Bald-

win locomotives were

essentially the

that they had larger tenders.

between 1

1

3

Russell,

Upon

same

as the first series

delivery they

went

(Hy), except

first

into service

Kentucky, and Columbus, Ohio, where they made the

miles in five hours actual running time with trains of 9,500 tons.

They

averaged about 4,400 miles a month and their coal consumption averaged

only 39 pounds per 1,000 gross ton miles. Builder

—Baldwin Locomotive

Works Cylinders

(4)— 2 3"

x

144

gal.

2"

di^ Drivers— si"

3

Weight, total—S6S,()oo

Steam Pressure— 20s

— 20 tons Water— 16,000

Fuel

lb.

lb.

Tractive Effort— 10^,500

jm

Class— Hj

lb.

D

^^"~1

ffP

r89' i-14-3A'r

^1

'

1*

I

'/

-14-

•

rt' ^f-^

k

_lL

in^ I'lit

Li

^

K

^/1

!fe

V.oi

IL -f

i^i^r.

rjj

U

-10^0'

r

1926

Union Pacific Railroad Called the Union

no. 9085 Pacific type, these

were the

first

4-12-2

of their kind and the

largest non-articulated locomotives ever built, having the longest driving

wheel base

— 30

feet 8 inches

— ever designed. They were developed "to

haul mile-long freights at passenger-train speed." There were eighty-eight of these three-cyhnder engines of 4,330 horsepower, and first

when they were

placed in service they were said to deliver more ton miles

at less ex-

pense than any other prevailing type of steam locomotive.

Builder

—American

Locomotive

^^'

Cylinders— lY' x

32'',

—782,000 Steam Pressure— 220 Weight,

total

— tons Water— 15,000

Fuel

j^^^

21

gal.

Drivers— 6f'

Tractive Effort

—96,650

lb.

lb.

lb.

146

11

1926

Baldwin Locomotive Works

NO. 60,000

The 6o,ooo was an experimental locomotive with

a

design, this engine

to a

compound latest in modern

high-pressure three-cylinder

water tube firebox. Incorporating the

Mas loaned

4-10-2

number of roads

for

tests.

Among these

were the Pennsylvania, Baltimore & Ohio, Chicago, Burlington & Quincy,

Topeka & Santa

Atchison,

In 1933 after these

delphia where

it

Fe, Southern Pacific, and Great Northern.

trials, it

was sent

to the Franklin Institute in Phila-

has been permanently set

up for exhibition on

flooring demonstrating six types of bridge construction. dicates,

it

Builder

was the 6o,oooth locomotive turned out by the

—Baldwin Locomotive

^ ^^^^

— 700,900 Steam Pressure — 350 Weight,

— tons Water— ,000

Fuel

total

lb.

j^^^

2

gal.

Drivers— 6^V/'

Tractive Effort lb.

number inBaldwin Works. its

16

1

Cylinders (2)— 27" x 32",

148

As

a special

—

8 2 , 5 00 lb.

i-r?s^

l^psi..

—

1927

New

Yoi^k Central

Railroad

Through the

late

NO. 5297

twenties and early

thirties,

the Hudsons,

They were markedly

superior to the Pacifies previously used in this

service in both capacity and efficiency and

Central's

the

famous

Empire

"steel fleet," including the

State,

is

were assigned to hauling the Twentieth Century Limited,

the Wolverine, and similar well-known

two hundred were built, some of the streamlining. No. 5200 was the first photo

later designs

trains.

of the series built in 1927, and the

5200

—American

Locomotive

Co.

— tons Water — 10,000 Dia. Drivers— Tractive Effort— engine —42,300 booster — 10,900

Fuel

17

gal.

— 25" x iW Weight, — 565,200 Steam Pressure — 225 Cylinders

total

79''

lb.

lb.

R.R. Class— ]

lb. lb.

I

5297 Builder

—American

Locomotive

Co. Cylinders — 12V2" x 29" —67 ,800 Weight, Steam Pressure— 275 total

1

lb.

— 28 tons Water— 3,600 Dia. Drivers— Tractive Effort— engine — 43,440 Fuel

gal.

1

79''

lb.

booster

12,100

R.R. Class—]ic

150

Nearly

having several types of

of a 1930 engine.

Builder

passenger

New York Cen-

engines of their wheel arrangement, were the pride of the tral.

first

4-6-4

lb. lb.

\i\Wl

«•

]% 'V

^?=^^j;

1

t>) .1--

*im

'j^'

./

1927

Richmond, Fi^ederickshurg

i:;

Potomac Railroad

no. 325

4-6-2

These locomotives were particularly handsome examples of the Pacific type and when built were among the most powerful of their wheel arrangement in service. They were stoker-fired and although they originally had

2

lo-pound steam pressure with

has been increased with resulting

a tractive

improved

power

of 48,580 pounds, this

traction.

They were

used for

the heaviest passenger service.

Builder

—Baldwin Locomotive

^^^^^ Cylinders— lY' x

8" 2

j^i^.

Weight, total— sii.ooo

Steam Pressure— 225

152

— 16 tons Water— 10,000

Fuel

lb.

lb.

Drivers—

gal. s''

-j

Tractive Effort— si.oso

lb.

"

1927

Illinois

Central Railroad Here

is

no. 3540

a typical eight-wheeled switcher of the

of an order for fifteen (Nos. 3540 to 3554) and St.

late twenties. It

is still

was one

in service at the East

Louis Terminal.

Builder

—Baldwin Locomotive

VVorks

Cylmders—i 5 " x 2 8" Weight, total— ^So.ioo

Steam Pressure

154

o-so

— 190

lb.

—9 tons Water— 9,000

Fuel

j^i^. lb.

gal.

Driver s—s 3

Tractive Effort—s6,^6i

lb.

I

6 "1

1

1927

Denver

is-

Rio Grande Western Railroad

no. 3603

2-8-8-2

Ten of these articulatcds went into freight service in August and September of 1927.

They were especially designed for road and pushing service on

the Salida Division, which crosses the Continental Divide at an elevation

of 10,240 feet and includes the most difficult operating section of the main line.

The maximum

grade on the east slope of the Rockies

and that on the west is is

rated at 3,300 tons

Builder

3

per cent.

on the

—American

Cylinders— 6^x32

Locomotive

and 1,400 tons on the west.

— 30 tons Water— 18,000

Fuel

gal.

j^i^

— 240

lb.

lb.

Drivers—

3

Tractive Effort— f^j^ Class

i-i

3

3

Nos. 3600 to 3609

.56

.42 per cent

"

Weight, total—<)()!, soo

Steam Pressure

i

On these grades one of these locomotives

east slope

^^'

is

1

,800

lb.

-/S'-S/^,^8-:-

5

5;

*

i-

§ ^

If

D

"*•.

I

^'

-/*-,

*

1

1927

Chicago^ Burlington i^

Quincy Railroad Ten

locomotives of

more by

1929.

They

this

no. 63 is

type were placed in service in 1927 and two

are excellent examples of the

Burlington has used for heavy freight

traffic.

Texas type, which the

Their performance has been

very satisfactory.

—Baldwin Locomotive

Builder

Works

Steam Pressure— 2 so lb.

158

Fuel

— 24 tons

Water— ii,soo^2\.

Cylinders— 8^x32'' Weight, total— Sgo,^70

2-10-4

j^i^ lb.

Drivers— 6^''

Tractive

f^ori— 83,300 lb.

jij^ Class—

M^

1

*'^'f-^ -?^^-

^^N'

^^^

1

1

6 "

1

1928

Boston

& Albany Railroad These double-enders were

no. 400

4-6-6

designed for suburban service out of Boston

where no turntable was available. Five engines of and they were capable of handling ten steel cars. They

to Brookline Junction this

type were built

were the

last

tank engines built for

—American

Builder

type of

Fuel

5 2 ,000 lb.

Steam Pressure— 2

5 lb.

traffic.

—

6 tons

Water

Cylinders— 3 V2" x 2 6"

160

this

Locomotive

^^-

Weight, total—

t

j^^^

— 5,000

gal.

Drivers—

3

Tractive Effort—^ i ,600 j^^j^^

Class— D

i

a

lb.

1928

Texas

^ Pacific Railway There were

NO. 909

five of these

cessors to an earher five

been so successful

Mountain-type locomotives

(Mi)

built

by Alco

in 1925.

4-8-2

in this order, suc-

The

first five

had

in handling the heaviest passenger traffic that these Bald-

win machines were added

to the roster.

They were

particularly good-

looking engines having polished rods and valve gear, nickel-plated cylinder,

and steam chest covers, and they were highly

formance was fully Builder

as

good

as their fine

—Baldwin Locomotive

Works

finished.

appearance.

—6,000 Water— 14,000 Drivers— — Tractive engine — 57,300 booster— 10,450

Fuel

gal. oil gal.

Cylinders— 27" x 30" —654,300 Weight, Steam Pressure— total

2 2 5 lb.

Dia. lb.

73''

effort

R.R. Class—Ml

162

lb.

Their per-

-il-0^

y

-f

\-

:^

15-5-

^ / II

iL^/

-r

.-.-JtrL

-K>-

.5-7i=

-^f^

1928

Baltimore i^ Ohio Railroad Although similar

in

no. 5320

general

specifications

to

the

4-6-2

twenty other

President-class (Py) Pacifies of the preceding year, the President Cleve-

land had Caprotti valve gear and varied in some details, noticeably in external features. Its lines this simplicity in

and

finish

appearance the

air

were markedly

British,

and to

compressor was located between the

frames and the piping was generally hung from the runboards.

only locomotive of

this

type and was

—Baltimore & Ohio Cylinders — 27" x 28" Weighty — 569,500 Steam Pressure — 230 Builder

total

lb.

lb.

later

— tons Water— 12,000 Uia. Drivers— 80" Tractive Effort— 50,000

Tuel

It

was the

converted to Class P9A.

1

7 Vi

gal.

R.R. Class— P<)

164

attain

lb.

r^

T-n

I

V

\r^

c

.

1929 Minneapolis^ St Paul Saulte

Ste.

& Marie Railroad

Built at the road's Shoreham Shops tives of this

in

no. 4018

4-8-2

1929 and 1930, the three locomo-

type cost $85,000 each to construct. According to the Mhuie-

apolis Journal (Dec. 29, 1929):

"Proud

in a

new

coat of shiny black and

looking as neat and trim and fast as a thoroughbred, No. 4018 was rolled

out of the shops at the Soo Line yards Saturday before an admiring throng.

new

No. 4018, is the first railway engine ever built in Minneapolis. It will be followed by others, one of which is nearly done and another of which is just started. While the Soo Line officials .

.

.

This

locomotive, this

take great pride in having constructed such a machine here, they find greater satisfaction in the

knowledge such construction has served

vent the seasonal layoff of mechanics. rolls,

It

has

meant

a

continuance of pay-

with resulting better conditions in homes."

—Soo Line Cylinders— 7^x3 Weight, — 549,100 Steam Pressure— 200

— Water—

Fuel

Builder

2

o''

total

lb.

lb.

1

7 V2 1

2

tons

,000 gal

Dia. Drivers

—

69''

—

Tractive Effort

— 53,900 booster— 10,000 engine

R.R. Class— N20

166

to pre-

lb. lb.

-10-3';^

6-4=

-9 —478-6' -y-^

1929

Great Northern Railway

no. 2552

4-8-4

No. 2552 WAS one of the first six Northern-type locomotives to be purchased by the Great Northern. They replaced Mountain-type (Pz ) power and were used to haul the Empire Builder, new this year on a schedule more than five hours faster than the existing timetable called for. They could handle fourteen passenger cars up the 1.8 per cent grades in the Rockies without helpers both eastbound and westbound and had more tractive power than the S2 engines which followed. The latter had then the largest driving wheels 80 inches of any Northern type and were

—

—

used for fast running on the more level stretches.

Builder

—Baldwin Locomotive

Works

— 5,800

gal. oil

(except 2552-coal burner)

—

Cylinders

2

8^x3 o"

Water

— 847,900 Steam Pressure— 250 Weight,

Fuel

total

lb.

lb.

—

2 2

,000 gal.

Dia. Drivers

— 73"

—67,000

Tractive Effort

R.R. Class—Si

168

lb.

iO

==

-e^s;!I4'-I"

r^.

I

13-6%"

o

14-6

Si

sf

-;

98"-

5

'^^

as*

S9y*\

5

G ^ »--

- le-a*

—

1929

Southern Railway There were

no. five of these Pacifies originally

their trim lines

and beautiful

finish.

—

ho?

especially

They were

4-6-2

noteworthy for

painted a bright apple

green with gold lettering and striping. Similar engines, built by Alco, followed, those assigned to the Crescent Limited having a crescent on the cylinders and the train's

Builder

name on the tender.

—Baldwin Locomotive

^^^^^ Cylinders— lY' x 28"

170

— 210

1

gal.

Dia.Drivers—'ji"

Weight, total— s26,6oo

Steam Pressure

— 6 tons Water— 12,000

Fuel

lb.

lb.

Tractive Effort—^s^ooo

lb.

i

i

i

14.-44

ir--i 6

2

I

«Vr

T

mVutc

1 *?

Vi«

ti

1929

Delaware

ijx

Hudson Railroad

In appearance

this Pacific

is

tings

it

).

& H. Shops

Built at the D.

followed British practice in design in that

were covered by the boiler

pressors,

jacket.

The

all

at Colonie,

pipes and

headlight generator, air

fit-

com-

and power reverse gear were located under the boiler and be-

tween the frames. The headlight was recessed box door. The 652 was used York, and Montreal, Quebec.

2

8''

total

lb.

lb.

into the center of the

in passenger service

—Delaware & Hudson Cylinders— 20" x Weighty —443,800 Steam Pressure — 260

Builder

— 4 tons Water— ,000 Dia. Drivers— 73" Tractive Effort—41,600 fuel

1

1

smoke-

between Troy,

1

R.R. Class— Pi

J72

4-6-2

even more "Anglicized" than the B. & O.'s

President Cleveland (page 165

New York,

no. 652

gal.

lb.

New

1929

^

Chicago^ Indianapolis

Railway

Louisville

no. 573

2-8-2

The 573 WAS one of the last new steam locomotives bought by the Monon. There w ere ten

in this class

and they were used

in fast freight service be-

tween Lafayette and Youngtown, Kentucky. They were

rebuilt with

boosters and feedwater heaters, and five had roller bearings added at the

Lafayette Shops.

Builder

—American

Locomotive

^^-

Cylinders— lY' x 32" Weight, total—s6s,soo

Steam Pressure

— 220

lb.

— 20 tons Water— 12,000

Fuel

j^i^ lb.

Drivers— 6

gal.

f

Tractive Effort-

—69,240 booster— 1,500 engine

lb.

1

R.R. Class—i^ Nos. 570 to 579

174

lb.

i.^-^ ^-9-irys-s^

H

1929

Southern Railway The

no. 4052

4052 WAS one of eight articulateds ordered

as the result

2-8-8-2 of the

satis-

factory performance of a similar engine built experimentally in 1926.

These locomotives have been used

in the heaviest freight service

the 4.5 per cent Saluda grade in western

North

such

erating until recent years a sizable fleet of articulated power.

—Baldwin Locomotive

Builder

^^^^^ Cylinders— 1^" x 30" Weight, total— 660,^00

Steam Pressure

176

— 210

lb.

— 16 tons Water— 10,000

Fuel

£)^-^

lb.

as

on

Carolina, the Southern op-

gal.

Drivers— sY'

Tractive Effort—()6,ooo

lb.

..I

Tl

47'-

»

2

y

'^S,

l*ll

fit-

-T7

r!^5^^

1930 Timken Roller Bearing Company The Timken

"Four Aces" was

no.

purpose of demonstrating

built for the

the importance and use of roller bearings

on

all

axle journals of steam loco-

motives. Rather than rebuild an existing engine, a that

new one was

built so

could be impartially tested by any interested railroads. Fifty manu-

it

Timken

facturers of locomotive appliances co-operated with

with

ect,

4-8-4

iiii

a

4-8-4 type being chosen,

in the proj-

have a top speed of 85 miles

this to

an hour.

Upon

New

the

York

freight service

such

trains

mi

completion the

From

Central.

there

on thirteen other

as the

&

C.

O.'s

was

first it

operated in freight service on

was

tried in

some well-known

roads. In these trials

Sportsman and the

mi. On

Limited were hauled by the

both passenger and

New

Haven's Merchants

the Pennsylvania

handled twelve

it

passenger cars up the Allegheny mountain grade without a helper and even

saved three minutes on the standard schedule.

It

fully justified the claims

for roller bearings and after these service tests totaling 88,992 miles were

completed by August, this

road had tried

it,

1933.

Renumbered

and

between

2

1

93

the

1

,

it

to the

Northern

Pacific.

Four Aces was purchased by them

the 2626,

Seattle

was delivered

it

was used for passenger

and Yakima and

later

between

in

traffic

After

February,

on Trains

Montana. Builder

—American

— tons Water— 14,550 Dia. Drivers— 73" Tractive Effort— 63,700

Locomotive

Fuel

Co.

2

1

gal.

— 27" x 30" Weight, — 1,500 Steam Pressure — 250 Cylinders

total

7

1

lb.

lb.

w 4

lb.

N.P. R.R.Clais— Ai io

'°i'

r^

i_z

s^^.,^

^

1

*H

5S500

3Z500 4S'-lO 1

I^S'=I-10^"

LOADE.O

.78

i

and Missoula,

Seattle

WEl&HTS

1

1930

Chicago^ Milwaukee^

St Paul


Pacific Railroad In April of in service

this year,

no. 6402

fourteen of these Hudsons were received and placed

on the most important

trains

between Chicago and the Twin

They had modern appUances

hghter Pacifies.

Cities, replacing

4-6-4

such as

stokers and mechanical and pressure lubrication which, with large capacity tenders, allowed the 420-mile

run to be made without terminal atten-

tion en route.

On

Friday July 20, 1934, the 6402 with a five-car train smashed the

world's record for sustained steam train speed.

The train was the

regularly

scheduled 9 a.m. Milwaukee Express for which the running time had been

reduced on July 15 to 90 minutes for the Chicago-Milwaukee

trip.

Most

of the passengers were unaware that a record run was to be attempted until

about

when the engineer opened the throttle and speed became evident. The entire run of 85.7 miles was made in

five miles

the high

out of Chicago

67 minutes, 35 seconds, or

Lake

—68.9 miles—the

at

train

76.07 miles an hour. Between Mayfair and

broke

all

existing records for the distance with

an average speed of 89.92 miles an hour.

speedometer was 103.5 miles an hour Builder

—Baldwin Locomotive

Works

at

highest speed recorded

Oakwood.

Fuel

— 20 tons

Water— IS. 000 g2\.

Cylinders— 6" x

2

8"

Weight, total— 6s},6so

—

Steavi Pressure

180

The

2 2 5 lb.

£)/^ lb.

Drivers— ^o"

Tractive Effort—^s^^SO

^ j^

Class

¥6

lb.

by the

(—W-tI'^sa-sbm^hj

--«-*"-H

•

'l-rh

1930

Northern Pacific Railway

no. 5002

In 1928 THE Northern Pacific's

and after very successful

first

eleven

trials

by Alco, type were ordered from

2-8-8-4, ^he 5000,

more of

this

2-8-8-4

was

built

Baldwin's. For years these Yellowstones were the world's largest locomotives

and they

still

remain near the top in

to haul 4,000-ton trains the 216 miles

and Glendive, Montana, up performed most

i

.

i

this class.

They were

between iMandan, North Dakota,

per cent grades, which service they have

Some improvements such as have been made and their tractive power as

satisfactorily.

of roller bearings

the addition last

was 145,930 pounds.

—Baldwin Locomotive

Builder

Works

Weight, total— 1, 1 2 5,400

Steam Pressure

— 27 tons

Fuel

Water— 11, 100

Cylinders (4)— 26" x 32"

— 250

lb.

j^i^ lb.

g^\.

Drivers— 6f

Tractive Effort (orig.)—

— 140,000 booster— 13,400 engine

R.R. Class— Zs

182

designed

lb. lb.

reported

^

•1

J

J

Oclte

^

Tot

,

—

i

l-J,

i

'

v^ V-'

iff

t 01

^

-J

h *:<^

'

iC

7

n-z

'

m

1931

Western Pacific Railroad From Oroville 1

I

1

no. 254

at the foot of the Sierra

away and 4,629

7 miles

per cent

completed

rise.

Nevada Mountains

feet higher, the grade

is

2-8-8-2 to Portola,

a practically continuous

This new route through the Feather River Canyon was

in 193

1

November. Mallets of the Western Pacific but for

and opened for freight

and Mikados were used on other parts

traffic in

handling through freight consisting mostly of refrigerator cars carrying California produce, six huge articulateds rate

among

were ordered. These locomotives

the largest and most powerful in existence and can handle

without helpers

fruit trains of 65 to

74 cars

at speeds of 18 to

hour over these mountains.

—Baldwin Locomotive

Builder

^^^^^ Cylinders

—6,000 Water— 2,000

Fuel

gal. oil

2

(4)— 26"

x

2" 3

Weight, total— I, oj},^ so

Steam Pressure

—

2-50 lb.

j^i^ lb.

Drivers— 6

gal.

f

Tractive Effort-

— 37,000 booster— 13,900 engine

1

Nos. 251 to 256

184

lb. lb.

20 miles an

n f-j

S

it

-1-

i'\

'Ht--i

i

".

H

.

1931

Wabash Railroad Eighteen

no. 2921

of these Northern-type locomotives

1930 and seven in January, 193

were very similar in general service

between Decatur,

miles

ith ruling

\\

Illinois,

Some

They were operated in through

and Alontpclier, Ohio,

is

— tons Water — ,000

Fuel

Weight, total— jso,6oo

—

2 5

o

lb.

5

gal

£)w Drivers— jo'' lb.

Tractive Ef[ort—jo,Siy

^j^

Class

O

i

Nos. 2900 to 2924

186

272

United

roller bearings

18

1

Cylinders— if x 32"

Timkcn

later increased.

—Baldwin Locomotive

Vressiire

a distance of

a feature not frequently seen in the

of these engines were equipped with

VV or ks

Steam

freight

grades of 0.6 per cent castbound and 0.9 per cent west-

and the tender fuel capacity Builder

into service late in

replacing Mountain types to which they

design.

bound. The fully enclosed cab States.

1,

went

4-8-4

lb.

"U»'

»l«

I

o>

(*•

I « -in

1932

Lehigh Valley Railroad The

NO. 5103

first of the 4-8-4's (called

5100, an experimental locomotive. train

on

a fast freight schedule

Wyomings on It

helper.

The

5

the "Valley")

was designed to handle

over the entire 450-mile main

falo to Jersey City, including crossing

Works

line

— 30 tons Water— 20,000 Dia. Drivers— 70" Tractive Effort— engine — 66,400 booster— 18,360 Fuel

gal.

—

27''

x

30''

— 1,500 Steam Pressure— 250 Weight,

total

81

lb.

lb.

lb.

R.R. Class—Ti

188

a 3,000-ton

from Bufa

100 having fully met requirements, ten similar engines were

—Baldwin Locomotive

Cylinders

was the

Wilkes Barre Mountain without

ordered from Baldwin's, and more built by Alco foUow^ed. Builder

4-8-4

lb.

"

r-

1934

Pittsburgh

&

West Virginia Railway

no. iioi

2-6-6-4

In October of 1934 three of these articulated-type engines were delivered

under

own

their

steam from the Baldwin Eddystone Plant via the Penn-

sylvania Railroad. its

The

Pittsburgh and

West

Virginia

a 138-mile road,

is

main business being the transportation of coal from the Connellsville

district of

part of

Pennsylvania to the

West

steel mills at Pittsburgh,

Virginia to Ohio. This

new power

much tonnage as that formerly used and was hauling sylvania.

coal trains the 35^/2 miles

The

and across the upper

could handle twice as

the particular job of these engines

from Connellsville

to

Rock, Penn-

three locomotives had a Bethlehem auxiliary engine on the

six-wheel rear tender trucks which developed 16,000 pounds additional tractive effort.

Builder

—Baldwin Locomotive

Works

gal.

— 3"x32''' Weight, —905,640 Steam Pressure — 225 Cylinders (4)

— 25 tons Water— 20,000 Dia. Drivers— 63" Tractive Effort— engine — 97,500 — 16,000 Fuel

2

total

lb.

lb.

lb.

auxiliary

R.R. Class—]i

190

lb.

I«

I

y K-

1^ t2±Jkz

S

^A*-S(e_

-/«V-

n

A

1935

Chicago^ Milwaukee,

St Paul i^

Pacific Railroad

NO. 3

4-4-2

Two NEW high-speed streamlined locomotives were delivered to the

Mil-

waukee Road in May, 1935. They w ere designed to pull the new Hiawatha on daylight runs between Chicago and the Twin Cities at an average running speed of 66 miles an hour, in

six

and

a half hours.

gines before being placed in regular service

waukee to New Lisbon in sisting of a

dynamometer

1

1

3

made

of the

the 141 miles

new

en-

from Mil-

On the return trip with a train con-

minutes.

car and five coaches,

of 100 miles an hour in 6,600 feet.

One

The

first

it

was stopped from

a speed

engines which were followed

by two more were finished in the Milwaukee's yellow, orange, maroon, and brown; with all piping and fittings concealed under the shrouding, they presented a very smooth appearance with their clean

—American

Locomotive

Builder

Co.

— 19" x 28" — 527,500

Weight, original

Water lb.

(increased to 563,443 lb.)

Steam Pressure

— 300

iL

h)(\)a) 12-7"

U- ^s^»

X4»3-frH

*'-s-—

—

..

7-lOi

16-Ot

ve-iof

192

original 4,000 gal. oil

Dia.

—

1

3,000 gal.

Drivers— S^''

Tractive Effort

R.R. Class—

lb.

33-oi-

'

—

creased to 5,544 gal.)

Cylinders

« rjg)

Fuel

lines.

88-73-

— 30,700

lb.

(in-

"

1936

Union Railroad The

NO. 303 WAS one

303

of the

first five

ever built, the type being called

Union Railroad

locomotives of

Union in honor of

0-10-2

this

wheel arrangement

the

first

purchaser.

The

operates important switching service over 44.75 miles of

track in the Pittsburgh district connecting with six trunk-line roads. Pre-

wheel switchers and Consolidations handled the

viously, six

eliminate the pusher engines necessary

was designed. Shop and turntable and

as

on certain grades,

restrictions

this

Hmited the

traffic

but to

type of power

total

wheelbase

operation was to be at slow speeds, a leading truck was unnecessary;

thus with a two-wheeled trailing truck to help carry the weight of the large firebox, the 0-10-2

noted,

is

wheel arrangement

resulted.

The

booster,

applied to the leading tender truck.

—Baldwin Locomotive

Builder

Works Cylinders

gal.

1

—

28''

x 32"

6

— 644,510 Steam Pressure— 260 Weight,

— 14 tons Water— 2,000 Dia. Drivers— Fuel

total

lb.

lb.

Tractive Effort

1

—

—90,900 booster— 17,1501b. engine

Nos. 301 to 303

194

lb.

it

will be

A

1936

Norfolk ij Western Railway

NO. 1212

2-6-6-4

These articulated locomotives were designed for general use, the first going into service in 1936. By 1944, thirty-five more were in use, and another five were added

by

1949. Versatility well describes these engines as

they are used for slow freight service others,

in

some

time freight in

districts,

and for heavy passenger service on practically

all

the main

line.

Their slow freight tonnage rating between Williamson, West Virginia,

and Portsmouth, Ohio,

is

1

3,000 tons while their time freight tonnage rat-

ing between Portsmouth and

Columbus

is

5,200 tons. In heavy passenger

service they are capable of sustained speed in excess of 70 miles an hour.

Roller bearings are used throughout on

and pressure lubrication

axles

and complete mechanical

fittings expedite servicing.

—Norfolk & Western Cylinders — x 30" Weight, —95 1,600 Steam Pressure — 300 Builder

(4)

all

24''

total

lb.

lb.

— 30 tons Water— 22,000 Dia. Drivers— jo" Tractive Effort— Fuel

gal.

R.R. Class—

196

1

14,000

lb.

.ft

=13"^

! I

-til

^.

. I

I' «^

4

I"

1

1937

New

York^

New Haven

i^

Hartford Railroad With the

no.

increase of passenger traffic

on the

New

hoo

4-6-4

Haven's Shore Line

requiring trains of fourteen to sixteen cars, the capacity of the I4 Pacifies

which had been used for twenty years was severely tests 1

with two of these engines with

56.8 miles

out.

Much

between research

taxed.

As

a result of

a twelve-car train operating

over the

New Haven and Boston, this new design was worked went

into these studies,

which included consideration

of the 0.6 to 0.7 per cent ruling grade near Sharon Heights outside of Boston,

and the eventual plans called for

a

locomotive which could maintain

a 60-mile speed over these grades with a twelve-car 830-ton train.

these Class I5 engines

were delivered

in 1937,

with maintenance accessibility in mind.

Ten

of

being partly streamlined but

They have been

satisfactory in

every respect since they went into service and will probably remain the last

steam locomotives to be purchased by the

—Baldwin Locomotive

Builder

Works

Weight, fo^df/— 647,300

— 2851b.

Steam Pressure

198

— 16 tons

^^-^ lb.

Haven.

fuel

Water—

Cylinders— ii" x 30"

New

1

8,000

gal.

Brivers—'^o"

Tractive Effort—4^,000

^j^

Class

I?

lb.

I

1937

Baltimore i^ Ohio Railroad

NO. 5600

The Baltimore & Ohio in this locomotive, the George H. another "first"

—the

driving wheelbase.

It

4-8-4

Emerson, had

original engine having four cylinders with a rigid

was the precursor of others

to follow, such as the

Pennsylvania's four-cylindered types.

—Baltimore & Ohio

Builder

Cylinders

(4)— 18"

x 26y2'

—689,950 Steam Pressure— 350 Weight,

total

lb.

lb.

— 23 tons Water— 5,800 Dia. Drivers— 76" Tractive Effort— 65,000

Fuel

R.R. Class—

200

gal.

1

N

lb.

R*5r

-F

-4-8-3iJ-7<>j

<^\

<^i

:§: --iSig"

5

a

?.'^

-'0-2<

.

'O'-ll^"-

1937

Kansas

City Southern Lines Ten of the most

no. 900

powerful Texas types built up to

this

2-10-4

time

made up

this

order for the Kansas City Southern. Their boiler pressure was the highest yet used in engines of this type.

They had a very clean appearance, the pip-

ing being placed under the boiler jacket. Five were

oil

and

five

were coal

burners.

—Lima Locomotive

Builder

Works 34"

—

3

1

o

1

gal.

^^^ Driven-^o"

Weight, total-8s7,ooo

202

gal. oil

TT7 ,

Cylmden-if x Steam Pressure

— 25 tons or 4,500 water— 20,700 or 21,000

Fuel

lb.

lb.

j.^^^^.^^

£ffo«-93,30o

lb.

IO-«^

—

1937

Southern Pacific Railroad The 4439 was a

NO. 4439

later addition to a fleet of

streamhned types being

a

group of

six

4-8-4

4-8-4 engines, the

which were dehvered

first

of these

in 1937.

This

power with make high speeds and to handle 600-ton trains over grades. In they have a schedule which calls for a 9/4 hour run each way be-

design met the requirements for locomotives of high tractive ability to

service

tween Los Angeles and San Francisco, 2.2

per cent grade near Santa Margarita in

some curves up

to 10 degrees.

470 miles including a the Santa Lucia Mountains with

a distance of

The Daylight coach

streamliners

on which

they operate are among the most famous in the world. Powering them and the Larks are the prize assignments of the also used

on several other

GS

engines although they are

trains.

Original igm 4-8-4 Builder

—Lima Locomotive

Works

— 6,275 Water— 2,000 Dia. Drivers— j^Vi" Tractive Effort— engine — 62,200

Fuel

g^^- oi^

2

— 27" x 30" — 82 1,280 Weight, Steam Pressure— 250 Cylinders

total

lb.

gal.

lb.

lb.

booster

12,510

lb.

R.R. Class— GSis

4439 Builder

—Lima Locomotive

Works Cylinders

gal. oil

2

—

2 5 /4''

x 32"

— 870,600 Steam Pressure— 300 Weight,

—6,275 Water— 3,300 Tractive Effort— engine — 64,800 booster— 13,200

Fuel

total

lb.

lb.

gal.

R.R. Class— GS^

204

lb. lb.

•r'lV

/5- lOfi"I2--I0ii

Floaiina Chafing Block ^

Ml

I

I

^

1937 Richmond^ Fredericksburg i^

Potomac Railroad Five engines of

this design

were

no. 553

4-8-4

built for the Capital Cities Route.

were very handsome machines and particular attention was given finish

and paint work. They were used mainly

inallv averaged fifty-two

one-way

trips

in freight service

They

to their

and orig-

between Richmond and Potomac

Yard, often exceeding 5,600 miles a month.

The

were named for noted Confederate generals

locomotives in

this

group

as follows:

— General Robert E. Lee —General T. Jackson Stuart E. 553 — General

No. 551 No. 552 ^^o-

J.

B.

J.

No. 554— General A. P. Hill No. 555 General J. E. Johnston

—

Another group of

six

very similar locomotives which went into serv-

ice the following year handling

heavy passenger

traffic

were named for

governors of Virginia.

—Baldwin Locomotive

Builder

Works Cylijiders—i-]" x

—

22 tons

Water— 10,000 30'' j^i^^

Weight, ioidf/— 842,940

Steam Pressure — 275

206

Fuel

lb.

lb.

gal.

Drivers— -jf

Tractive Eifort— 62,800

lb.

1938

Denver ij Rio Grande Western Railroad

NO. 1801

This Northern type was one of senger

traffic

five especially

over the Continental Divide.

The

4-8-4

designed to handle pas

-

ruling grade eastbound

from Minturn to Tennessee Pass at the top of the divide is 3.0 per cent and westbound from Pueblo to the pass it is 1.42 per cent. Over this Royal

Gorge Route,

745 miles, these 4-8-4's handled the Western Pacific's crack passenger trains such as the Scenic Limited, operating at a distance of

speeds up to 80 miles an hour in the Salt Lake

— 26 tons Water— 20,000 Dia. Drivers— Tractive Effort—67,200

—Baldwin Locomotive

Fuel

Builder

Works

gal.

— 26" x Weight, —477,360 Steam Pressure— 285 30''

Cylinders

total

73''

lb.

lb.

R.R. Class—M6^

^^ so,

CCZ3

—

000

SAl.

OO P

O

LJ_LJ

fLLi

Ci) eo~-"te'^' -af^-A' -/osi

eii -Sf-O"-3Z-0~-

4-

—

'

6*'-^

/f-ii

-9S-JJ

208

district.

/o*'-

'y

lb.

1938

Canadian

Pacific

Railway

no. 285o

4-6-4

Sixty-five of these Hudsons were acquired by the Canadian Pacific to handle high-speed main-line passenger

some had

boosters,

and Queen made Train, and repairs.

it

and the

were

their tour in 1939, the

made

The Royal

Builder

last five

trains. oil

They were semi-streamlined,

burners.

When Britain's King

2850 was assigned to pull the Royal

any adjustments or

the entire trip without requiring Insignia can be noted

—Montreal

Locomotive

^^^^^ Cylinders— 2z" x 30"

Steam Pressure— 2 7 5

— tons Water— 12,000

Fuel

^^-^

Weight, total— 62S,soo lb.

lb.

on running board and tender. 21

gal.

Drivers— js''

Tractive Effort—^s^S^o j^ji Class—

U

i

d

Nos. 2800 to 2864

2

10

lb.

—

—

•

-<»^-

oo"

tjr•li'

1938

Minneapolis^ St Paul Saulte

& Marie Railroad

Ste.

The four

locomotives of

owned by

the Soo Line.

service its

and are the

dieselization

last

this

NO. 5000

type were the biggest of the steam power

They were

used for both freight and passenger

of the "steamers" the road will have, because of

program.

—Lima Locomotive

Builder

Works

— 4 tons Water— 17,500 Dia. Drivers— Tractive Effort — engine — 66,000 booster— 13,400

Fuel

2

gal.

— 26" x 32" Weight, — 00 Steam Pressure — 270 Cylinders

total

77

1

,

1

lb.

75''

lb.

lb.

R.R. Class— O20

2

I

2

4-8-4

lb.

—

0-0^ 14-

S"=

i

Mr>

*——

• I

mi Ofe)

* (^

^ .M-

L-

t

1

-% 4.J

—

->o».c:

1939

Pennsylvania Railroad The

Si

was

the

no. eioo

first

6-4-4-6

of the Pennsylvania's several designs of multiple-

cylindered locomotives, and at the time of completion was the world's largest

and

fastest coal -burning

New York World's Fair in under

its

own

steam.

miles an hour. It

is

It

passenger engine.

1939 and 1940 on

It

could handle 1,200-ton trains on the level

no longer

—Juniata Shops Cylinders— x 26" — 1,060,000 Weighty Steam Pressure— 300

in existence, having

22''

total

lb.

been dismantled

— M tons Water— 30 Dia. Drivers— 84" Tractive Effort —

Fuel

Builder

2

24,2

lb.

at

gal.

7

1

,800

at

in

1

R.R. Class—Si

214

was exhibited

the

a special treadmill operating

lb.

1

100 949.

1

Wi

S2;

or co%.p*tc%

S~T

*i.

\i 1

4 -i«->ei

isii.r-T

^11

-•

1939

Atchison^ Topeka ^7 Santa Fe The

Railway

no. 5004

2-10-4

first Texas type designed as such for the Santa Fe was the 5000 de-

December of 1930 and used

livered in

experimentally.

per cent increase in starting tractive effort over the

It

represented a 50

first series

of 2-10-2

type engines of 1903, Follou'ing the original 5000, nicknamed the "Mad-

ame Queen,"

ten similar locomotives but with larger drivers were put

into service in 1939, and twenty-five 1

more were added

to the roster in

944. All these Texas types are the most powerful non-articulated steam

locomotives on the Santa Fe.

—Baldwin Locomotive

Biulder

^^^^^ Cylinders— ^o'' x 34"

j^j^

Weight, total— SSo^soo

Steam Pressure— ^00

216

— 27 tons Water— 20,000

Fuel

lb.

lb.

gal.

Drivers— 69''

Tractive Effort—g^^ooo j^j^ Class—sooo

lb.

1939

Detroit^ Toledo is Ironton Railroad

no. 704

The four Berkshire-type locomotives built in the

first

1935 for the D.T.

of their wheel arrangement on the road.

two more

in 1939, these

making

2-8-4

a total of three

They were

&

I.

were

followed by

hundred and two of

their

type then in service on ten American and Canadian railroads. These were

about the smallest 2-8-4's area,

built,

power and

although some others totaled more weight.

—Lima Locomotive

Builder

Works

— tons Water— 22,000 Drivers— 63" Tractive Effort— 63,250 R.R. —none

Fuel

22

gal.

— 25" x 30" — 772,370 Weighty Steam Pressure — 250 Cylinders

total

lb.

218

considering their tractive

Dia. lb.

Class

lb.

grate

1941

Union Pacific Railroad

NO. 4000

4-8-8-4

—

the largest and

The 4000 IS one of a fleet of twenty-five such locomotives heaviest steam motive

power

length over couplers of

1

in the world.

3 2 feet,

i

These "Big Boys" have

a total

o inches, and their basic design was de-

veloped by engineers of the Research and Mechanical Standards Depart-

ment of the Union hauling

maximum

Their objective was

Pacific.

a

locomotive capable of

tonnage and maintaining schedules without helpers over

Wasatch Mountains on a ruling grade of i .14 per cent between Ogden, Utah, and Green River, Wyoming, 176 miles. Tests were made with earthe

lier

articulateds

and the

worked out by Union

result

was

this design, the

Pacific engineers

motive Co. These 4000

series

mechanical

locomotives can operate on any part of the

at 70 miles an hour.

most important factor in

maximum power

They were perhaps the Union

their handling of

wartime

freight,

Pacific's

developing

6,000 drawbar horsepower at 45 miles an hour, and each doing the

two other locomotives on one

work of

of the toughest hauling jobs on any Ameri-

can railroad. Builder

—American

Locomotive

Co. Cylinders

(4)— 23%'' x

32''

— 1,208,750 Steam Pressure— 300 Weighty

total

lb.

220

being

and those of the American Loco-

system and can do up to 80 miles an hour, but produce continuously

details

lb.

— 28 tons Water— 25,000

Fuel

Dia.

gal.

Drivers—6^"

Tractive Effort

R.R. Class

— 135,375

—4000

lb.

—

1941

Norfolk i^ Western Railway The Class J

no. eoo

locomotives of this type are assigned to handle the principal

to 1943, and the

first

an assignment of from 2 3

1

424

5,000 to

8,000 miles before

senger run they handle miles.

& Western.

Eleven were built from 1941 has traveled well over 1,000,000 miles. They have

passenger trains of the Norfolk

average

is

1

first

8,000 miles per locomotive monthly and

shopping

One

hour handling a

necessary.

The

to Cincinnati,

of these engines has attained a speed of

—Norfolk & Western Cylinders— " x — 872,600 Weighty Steam Pressure— 300 Builder

32''

total

lb.

lb.

longest pas-

Ohio

quick turn-arounds rather than long

fifteen-car, 1,025-ton train

27

is

from Roanoke, Virginia,

High mileage is obtained by

extended runs.

on

1 1

— tons Water— 0,000 Dia. Drivers— 70" Tractive Effort— 80,000 fuel

o miles an

level tangent track.

35

2

R.R. Class—]

111

4-8-4

gal.

lb.

I

'l["i'T f>UiLIN€

FACE-

'I'

I

1

1942

&

Chesapeake

Ohio Railway

no. 1625

2-6-6-6

The first of the C. & O.'s Allegheny types appeared a few months earlier than the 1625

—

in

December, 1941. They were (and

are) a

most success-

ful design of articulated, so satisfactory, in fact, that repeat orders

up to

949 have resulted. They were at that time the largest locomotives built by Lima. In service they handle 5,750 tons over the grades between Chfton 1

Forge, Virginia, and Hinton,

Builder

West

—Lima Locomotive

^^^^^ Cylinders

(4)— 221/2" x

33"

Weight, ^o^df/— 1,098,540

Steam Pressure

224

— 260

lb.

lb.

Virginia, unassisted.

— tons Water— 25,000

Fuel

j^i^.

2 5

gal.

Drivers— 6^'

Tractive Effort— 10,200

^ji

Class

H8

lb.

^1-

^tl

l1-

-

vf

?^

:s5

\ 4«-?"

^-ti"N^

m¥

1942

Pennsylvania Railroad This heavy-duty

NO. 6474 power

freight

from usual Pennsylvania

represents in most respects a departure

tives in the

and

the

the country's railroads

was

II

out, the Pennsylvania was practically assigned Texas types

for freight handling.

then described

all

World War

when

standards. Early in

problem of additional motive power for being worked

2-10-4

The

design

as the largest

is

based on the C.

&

O.'s engines of 1930,

and most powerful two-cylindered locomo-

world. Pennsylvania modifications are the very large tender

special cabs, as well as a

paire firebox

is

number

conspicuously absent.

went

of other changes, but the usual Bel-

The first of one hundred and twenty-

December, 1942, and the rest followed through the next year. They were an important factor in exfive of these engines

pediting the factory,

movement

now being in

into service in

of wartime freight and have proved very

service

—Altoona Shops Cylinders— x Weight,

total

54''

—977,380

Steam Pressure

— 270

lb.

divisions.

— 29/4o tons Water— ,000 Dia. Drivers— 69" Tractive Effort — engine — 95,100 booster— 15,000 Fuel

Builder

29'"

on most

2

lb.

1

gal.

lb.

R.R. Class—]i

226

J

i2i

lb.

satis-

i3'-oi-

jgara

1942

St.

Louis^ Southwestern Railway The

8

1

5 is

one of

five

no. sis

4-8-4

locomotives which were designed and constructed

by the Cotton Belt's own staff of mechanical engineers, foremen, and shop-

men at their shops at Pine Bluff, were

a

Arkansas.

original 4-8-4's

by five more in numbered 815 to

built

819.

— Louis, Southwestern Cylinders— 16" x 30" Weighty — 750,500 Steam Pressure— 50 St.

total

lb.

2

lb.

— 5,000 Water— 5,000 Dia. Drivers— 70" Tractive Effort— Fuel

gal. oil

1

gal.

6 1 ,564 lb.

R.R. Class—Li

228

on the road

by Baldwin's in 1930, and these were followed 1937. Designed for handhng fast freight, these Li's were

group of ten

Builder

The

15-10^

$

I

I

I

I

I

9

I

\ Ik

e J

—

1942

Louisville ij Nashville Railroad Fourteen

of these Berkshires, the

NO. 1960 first

2-8-4

of their type the L.

& N. had

ever had, were put into service late in 1942; these were supplemented six

more

1944 and

in

still

drivers and greater boiler capacity than the tractive force at higher speeds

is

Mikados they replaced,

Builder

power can

(Nos. 1950 to 1969)

—

Cylinders

25''

x

total

completely mod-

— 25 tons Water— 22,000 Dia. Drivers— 69" Tractive Effort — engine — 65,290 booster— 00 Fuel

gal.

32''

— 831,400 Steam Pressure— 265 Weight,

as

be.

—Baldwin Locomotive

Works

lb.

lb.

lb.

1

4,

1

lb.

R.R. Class—Ml

3^^

-y --

i^in

oE

J-^

//

WW

5-IIJ4— So'-r- S-O'

,7: 6" t:

\-

.35-5=

a*

230

1-4^<

l3-7"-4-

r—r= (OS-

their

considerably greater. These 2-8-4's have

"everything" from roller bearings to booster and are ern as steam motive

by

another twenty-two up to 1949. Having larger

-,

'S-J"

«

—

i-— lOrlC^—-^

H

-^

_ -^

—

1943

Northern Pacific Railway

NO. 5139

Pioneered by the Union

Pacific in 1936

same year by the Northern diately

proved their

and

also first

Pacific, the 4-6-6-4

and

versatility

4-6-6-4

put into service the

type of articulateds imme-

capabilities.

The 5139 was one

of a

repeat order for twenty built through 1943 ^^id 1944. Although dual service locomotives, this class districts

is

used principally for heavy freight

traffic in

with heavy ruling grades. All are roller bearing equipped on

all

axles.

Builder

—American

Locomotive

Co.

27

gal.

Cylinders (4)

23^x32"

— 1,081,000 Steam Pressure— 260 Weighty

— tons Water— 25,000 Drivers— 70" Tractive Effort— 106,890

Fuel

total

lb.

Dia. lb.

lb.

R.R. Class— Z^ Nos. 5130 to 5149

w^^^^^^^^^-.:

77-4£-

232

1943

Central of Georgia Railway A

NUMBER OF

no. 455

4-8-4

wcll-knowii Chicago-to-FIorida through passenger trains

are handled over the trackage of the Central of Georgia;

among them

are

the Southland, Dixie Flyer, Dixie Limited, Flamingo, Seminole, and City of iMiami.

To better handle these, as well as fast freight,

purchased

at a cost of

eight 4-8-4's

were

$178,000 each. These locomotives can maintain

fast

schedules between A4acon and Atlanta with twenty-two passenger cars

southbound and have about 25 per cent more tractive power than the Mountain-type engines they replaced.

northbound or thirty

Builder

cars

—Lima Locomotive

^^^^^ Cylinders— 1-]" x 30"

j^^^

Weight, total— 6^T„ioo

Steam

234

Fressiire

— 250

— tons Water— 13,000

Fuel

lb.

lb.

2

1

gal.

Drivers— j^'

Tractive Effort— 61,100 ]y[Qs_

.

,

j

to

4^8

lb.

y

m

yt.

^ I

'J

—

1944 Pennsylvania Railroad

NO. 6200

This year marked

a particular milestone for

vania placed in service the ders

—

the Sz,

United

Some

steam in that the Pennsyl-

coal-burning locomotive without cylin-

direct-drive steam turbine engine ever built in the

first

designed

States. Jointly

vania engineers,

first

by Baldwin, Westinghouse, and Pennsyl-

had two turbines for forward and reverse operation.

it

of the objectives of the design were to eliminate the reciprocating

uniform application of

parts of the conventional steam engine, obtain a

power at

6-8-6

to the drivers, and gain the economies turbo-drive

makes

possible

speeds above 30 miles an hour, steam consumption per horsepower at

the

rail is

considerably

locomotive.

Maximum

less

than that of a comparable reciprocating steam

efficiency

is

reached

at a

speed of about 70 miles

an hour, although with a full-length standard train

it

can attain a 100-

mile-an-hour speed.

Builder

—Baldwin Locomotive

Fuel

Works

—42

V2

tons

Water— i^,soo%2\

Forward turbine— 6,900 H.P.

at

j^:^^

68"

Drivers

operating speed of 9,000

Tractive Effort

R.P.M. Reverse turbine

— 1,500

—

— 70,500 reverse — 65,000 forward

H.P.

at

operating speed of 8,300

lb.

lb.

R.R. Class—Sz

R.P.M.

— 1,040,200 Steam Pressure — 310 Weight,

total

lb.

lb.

Length, coupler to coupler

— 122

feet 7/4 inches

y^ TCNOCR CAPACITY COAL - aSOOO LS3. MATCR- IS300 SALS.

oC

iin|n|ju

t^H^jitn^j

— «-»4'—~4-j—n.ni-4 is'-«4'

- 4-7"-4rt'tni-

7-i

*-i

«S-3"

«•'— I

r

T7Z««'-T|'

-

236

-—^ —y **^

I07-I0|

fOTAc

WWCt-

-~- 90 — -•••

-

y

72' 7Z

-t-r-^o -X-**

\

—»

1

1944

Baltimore ij Ohio Railroad One

of the

latest

no. 76oo

2-8-8-4

and most advanced designs of articulated locomotives

EAl on the Baltimore & Ohio. While they are not as pov/erful or heavy as some other engines of this wheel arrangement because of

is

this Class

definite

i

weight specifications, they

& O. The

are, nevertheless, the heaviest

on the

worked out by Baldwin's in collaboration with the Motive Power Department and the first ten ordered were received in February, 1944. Followed by twenty more by September, 1945, they filled an important assignment handling freight over the Cumberland Division. The record-breaking tonnage moved over the Seventeen Mile Grade and Cranberry and Cheat River Grades toward the closing months of the war was handled largely and most efficiently by the EAli's. B,

Builder

design was

—Baldwin Locomotive

Works Cylinders

—

Fuel

25 tons

Water— 11,000^^1 (4)— 24"

x

2" 3

Weight, total— 1,010,100

Steam Pressure

—

2 3 5 lb.

^^-^ lb.

Drivers— 6^"

Tractive Effort— 2?

R

Class

EM

1

5,000

lb.

i

Nos. 7600 to 7619 (1944)

7620 to 7629 (1945)

238

1944

Pennsylvania Railroad

NO. 6184

4-4-6-4

In 1942 THE Pennsylvania Railroad, as a result of studies originated with the Si (page 215), built an experimental 4-6-4-4-type locomotive having four cylinders, two being opposed under the firebox, a rigid main frame,

and

77'' driving wheels.

4-4-6-4 type resulted

After extensive road

—reversing the

with

this

6130, the

former's wheel arrangement and

with both pairs of cylinders ahead of smaller radical departure

tests

drivers. It represents the

from conventional steam-locomotive design

most

to be put

ihto production since the appearance of the simple articulated engine,

twenty-six of the

class

having been

built.

They

are used in freight service

and can make up to 70-mile-an-hour speeds.

—Altoona Shops

Cylinders

(2)— 19%" x 28" (2)— 23%'' X 29"

— 1,041,000 Steam Pressure— 300 Weight

J

total

lb.

— 37/4 tons Water— 19,200 Dia. Drivers— 69" Tractive Effort— engine — 100,800 booster— 15,000 Fuel

Builder

lb.

gal.

R.R. Class—Qi

240

lb. lb.

'

p— i

a

i^"

1

wf.^. "j^^:

—

ti--

1-6"—

JLi;

N (1

? O

-:

\

=^

T----

t^

^O^-^

5* f

j'

•

•

tC"

l^

'^

1

r^

r )

1

-J

4:'^^ ,.-^

«-

r

L

'

Il

kJ !B

u

u (

.

.F^

'^^J -.?.

^

u

(J

r"^r\ '

i

]

i>=^ V

m

J

•*

r>

,

K

r

^tx l\)

^

•

1£-

r-l 5i

-

1

1945

Western Maryland Railway

no. e

Last of the Shay-geared locomotives was sentative.

Such engines had

a

this

4-4-4 shay-geared

Western iMarvland repre-

wide range of operation

ging, mining, quarry, and contractors' use.

—

for industrial, log-

Some, however, have been

used for special service where standard locomotives were impractical on

New

York Central (on Tenth Avenue in Manhattan before grade separation), the Chesapeake & Ohio, and the Western Maryland.

trunk-line roads such as the

Builder

—Lima Locomotive

Works Cylinders

Water— 6,000 ( 3

)—

1

7" x

8" 1

Weight, total— 24,000

Steam Pressure

242

—9 tons

Fuel

— 200

lb.

di^. lb.

gal.

Drivers—^W

Tractive

f^or?— 59,740

lb.

M

-34l—

KH

V.

p y^

^'SBk^

m

1945

Reading Company

NO. 2100

Latest of Reading steam power are the

The

4-8-4

thirty 4-8-4's of this type, the

first

worked out by Baldwin's and the Reading Alotive Power Department and the engines were built at the Reading Shops. They are used pnncipally in freight service, where their eight being completed in 1945.

design was

performance has been excellent.

—Reading Company — 27" x 32" — 809,000 Weight, Steam Pressure— 240 Builder

Cylijiders

total

lb.

lb.

— 26 tons Water— 19,000 Dia. Drivers— Tractive Effort— engine— 68,000 booster— 1,100 Fuel

gal.

70''

1

R.R. Class—1:1

244

lb.

lb.

••l-

MM

/I

i-i'

-^

-in

M-A

wiJ.

1945

Pennsylvania Railroad Two

NO. 5505

LOCOMOTIVES of

this

type were built by Baldwin's in

erated experimentally in main-line service as well as

Test Plant.

The 5505 was one

of another

fifty,

4-4-4-4

1

942 and op-

upon the Altoona

the biggest fleet of four-

cylinder rigid-frame locomotives, built as the result of the satisfactory per-

formance of the

first

two.

They

are direct descendants of the Si in gen-

except that instead of having six-wheel leading and

eral characteristics

trailing trucks, these are four-wheel,

ment

has been applied.

permit runs of

7

1

3

The

miles

and

a different streamlining treat-

tenders are the second largest ever built and

from Harrisburg

to Chicago with only one coal-

ing stop at Millhrook, Ohio. Poppet valves, roller bearings throughout,

including rods and crossheads and forced feed

94 per cent machine effiTi's were designed to handle 880-ton

were factors contributing

eight points,

ciency registered on trains at 100 miles

tests.

The

by

—Baldwin Locomotive Works

(27)

(4)— 1874" x

—953,370 Steam Pressure— 300 Weight,

total

26" lb.

Length, coupler to coupler

1^6

9%

inches

diesels.

—41 tons Water— 19,500 Dia. Drivers— 80" Tractive Effort — 64,650

Fuel

r

R.R. Class—

lb.

feet

in heaviest

gal.

Altoona Shops (25) Cylinders

to 93 to

an hour on level track and have been used

passenger service until superseded

Builder

lubrication at eighty-

oil

— 122

I

lb.

^ 11-6

I50"— I

_

I*:

V

6

1

1946

New

York Central Railroad The twenty-five Niagaras

NO. 6001 of this type were almost the

motives to be purchased by the

New

York

last

4-8-4

steam loco-

Central. Built in 1945

and

1946, the Si's were designed as dual-purpose engines but they have been

used almost exclusively in passenger service. These Niagaras have set an

unprecedented record

made

in flexibility

and economy of operation and have

the highest records for mileage and availability of any steam loco-

motives in the world.

Builder

—American

Locomotive

^^-

Cylinders— iK,y2" x 32"

/)^-^

Weight, engine—^7 ,000

Steam Pressure— 2^0

CAB WIDTH

^i'*

—

^ 1-^

•s.i

^

t

i^—

s'lo^jjCREAR)

.T^

i

^

—— 1,

\

Tractive Effort— 1,570 ji^fi^

Class—Si

%_nf-2j

r

&^^

—

]^

gal.

Drivers—-]^"

lOf^J^—7-

s.^r^ \

248

lb.

lb.

iq'2' (FBONT)

—46 tons Water— 18,000

Fuel

lb.

1947

Chesapeake

^

Ohio Railway

The

500

IS

one of three such locomotives

electrics. In these this a

no. 500

4-8-8-4 xurbo-Eiectric

—the world's

machines, the coal compartment

is

steam turbine

first

forward and from

mechanical stoker feeds coal into the firebox which, with a conven-

tional boiler, occupies the center section.

bine and

At

the rear

two 2,000 K.W. generators which supply

is

the 6,000 H.P. tur-

the electric current for

driving the eight axle-hung motors. Back of the locomotive

which

carries

A total length of

only water.

steam locomotive ever built and

it is

1

54 feet makes

the heaviest as well.

is

the tender,

this the longest

It is

completely

streamlined, roller bearing equipped, has electrically operated brakes as

well as

air brakes,

and can make speeds up to 100 miles an hour. Like so

many locomotives, it gained

a

nickname almost immediately

—the "Sacred

Cow."

— tons Water— 25,000 Dia. Drivers— 40" Tractive Effort — 98,000

—Baldwin Locomotive

Fuel

Builder

Works

2 9^/4

gal.

—6,000 H.P. — 2,000 K.W. Generators

Turbine

(2)

each

R.R. Class— Ml

— — 1,233,970 Weight, Steam Pressure— 310 Motors (8)

580 volt

total

lb.

lb.

'-60'-^fi0'~ asj'-l* •t.

48-3}^

3B'

'':'J'"

V

— in'—- Of'— 68'— ^4'— &B'-^^3'-^ 9i'-53-

H

I -•54-0 J

250

U

17-6' I

90-

7'.

•I40-3J OVCK PmilNC r*cts Of

COWltKS-

17-6'

^--

lb.

— —

—

1948

Norfolk i^ Western Railway

NO. 2156

2-8-8-2

The first of this type of freight motive power on the Norfolk and West(Y6andY6a) followed up to year. Where conditions permit,

ern was buih in 1930 (Y5) and others

1948,

seventeen (Y6b) being built that

these

articulateds can handle tonnage trains at speeds

hour.

They

up

are used particularly for hauling coal

to 45 or 50 miles an

on the heavy grades of

the Pocahontas, Radford, and Shenandoah Divisions. These are the most

recent of true Mallet locomotives as they are

—Norfolk & Western

Builder

Cylinders (2 H.P.) (2

25"x32'

L.P.)-39''x32'

—961,500 Steam Pressure— 300 Weighty

total

lb.

lb.

all

compounds.

— 30 tons Water— 22,000 Uia. Drivers— Tractive Effort— Tiiel

gal.

58''

simple

152,206

compound

126,838

R.R. Class—Y62i

252

lb. lb.

/3-I-

1949

New

York^ Chicago

ijr

St Louis Railroad Besides being the ville

& Nashville

last

word in

2-8-4's

NO. 776

2-8-4

Berkshire types, the Nickel Plate and Louis-

were actually the

last

steam locomotives to be built

commercially, as distinguished from those built by railroad shops. L.

& N.

order was for twenty-two engines, the same

1942, and the

last -to

be shipped was No. 1991 on

Nickel Plate locomotive, one of being the

last

being shipped freight

ten, the

No.

as those

May

1

purchased

1949.

The

May

1

3,

1949. Both Berkshire types are completely

power and probably

the "last of their race."

—Lima-Hamilton Corp. Cylinders— 25" x 34" — 808,910 Weighty Steam Pressure— 245 total

lb.

lb.

— tons Water— 22,000 Dia. Drivers— 69" Tractive Effort — Fuel

in

last

779, has the distinction of

steam engine for domestic use to leave the Lima plant,

Builder

22

gal.

64,

R.R. Class—Si Nos. 770 to 779

254

1,

The

1

00 lb.

this

modern

h

1'"^

I

American Locomotives 1829-1900

EDWIN

By

ALEXANDER

P.

What do such names

as "Lightning,"

"Phan-

tom," "Tiger," "Highland Light," or "Na-

McKay"

thaniel

bring to mind?

be the names of chpper craft

They might but these

ships,

made

never sailed the seas; they

journeys over iron

names

their

were the

for they

rails,

of old "iron horses" back in the last

— the steam locomotives that played

century

their part in the land transportation that

opened up the country. This book is a pictorial story of the development of the American locomotive from the

on

rails

in 1829

down

first

engine to run

to the turn of the

century.

Unquestionably, there a locomotive ing.

Here

which

is

is

something about

universally fascinat-

for the first time

is

a book that does

justice to the old locomotives in a representa-

tive collection of authentic prints

and Htho-

graphs with case histories of the engines they depict that will delight readers of tastes.

The raihoad

many

enthusiast will find a

veritable treasury of illustrations

and

infor-

mation hitherto unpublished. Collectors of

Americana

will cherish these fine prints, oc-

casional examples of

which are highly prized

but rarely found. The student of history can trace the railways' expansion through the

and development. And

locomotive's growth

here are ideal prototypes for the model railroader.

The

historical

and romantic

side of these

picturesque old-timers has never stronger appeal than all

the

eflBciency

it

of

made

a

does today. Despite

modern streamline

equipment, the old engines of yesterday

still

To do them and preserve some of the

arouse the greatest excitement. justice pictorially

colorful stories that surround their exploits is

the signal contribution of this book.

With 98

plates

BONANZA BOOKS DISTRIBUTED BY

CROWN

419 Park Avenue South,

PUBLISHERS, INC.

New York

16,

N. Y.

ti

Railroading Books

By Edwin

P.

Alexander

^OMA

r

^^