Here is a brief history I composed when doing a review (never published) of
an O5 brass import.
-----------
The first eight O-5's, #5600-5607, were built by Baldwin Locomotive Works
for the CB&Q in 1930, the same time the Q's S-4 Hudsons were also built by
Baldwin. There is a strong resemblance between the these two locomotives.
Starting in 1936 the Burlington went back to Baldwin's proven design and
built copies in their own West Burlington shops, using boilers provided by
Baldwin and frames from Commonwealth. Numbered 5608-5620, these engines were
classed as the O-5A's. In 1938 five (#5621-5625) more O-5As were built with
the following improvements: cast steal solid pilots, Boxpok drivers,
lightweight rods, roller bearings and fully enclosed, vestibule cabs. They
were followed by 10 more in 1940, #5626-5635. The 5635 was the last
Burlington steam engine built at West Burlington Shops as well as the last
steam engine added to the Q's roster. With a boiler pressure of 250 lbs,
tractive effort of 67,600 lbs and engine weights of 461,600 for the O-5s and
473,700 for the O-5As these were the ultimate in Q steam. The locomotives
later rebuilt as oil burners were re-classed as O-5B's.
The original O-5's came with welded tenders and an Elesco feedwater heater.
The O-5A's build by the Burlington were equipped with riveted tenders and
Worthington-Type SA feedwater heaters, which is reflected in the models
imported by Oriental Limited. As a fellow BRHS member wrote "... if you're
O5 has a beetle-brow Elesco feedwater heater up front the tender will be
smooth... if it doesn't have one of these barrel gadgets in front of the
smokebox, the tender will have rivets."
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My understanding of rational for conversion to oil was that oil was
available in the west and coal had to be hauled out there. For cost issues
and convenience engines that normal ran on western lines were converted to
oil.
Doug Harding
Iowa Central Railroad
www.iowatelecom.net/~dharding/
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