Doug
During your research, did you identify any other O-5-B's other than 5614,
5620, 5626, 5627, 5629, 5632?
Rupert
----- Original Message -----
From: "Douglas Harding" <dharding@iowatelecom.net>
To: <CBQ@yahoogroups.com>
Sent: Monday, February 02, 2004 8:41 AM
Subject: [CBQ] Re: O5 A & B steam
> 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."
> ----------
>
> 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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