[I'm sure there are many that know this better than I do.
If so, tell me where I'm wrong and I will correct. There
may be some that will find this useful.]
CB&Q West Eola Train Sheet Roadmap,1951-1952:
Geography on separate page in Files.
Train Numbers:
001-059 = Thru passenger or mail.
060-099 = Freight, with many numbers repeated.
200-299 = Dinkies, (suburban passenger).
CD,LC = Thru freight.
Locomotives:
105-115 = FT ABCD, normal coupler between "B" and "C".
116-136 = F3 ABCD, normal coupler between "B" and "C".
150-159 = Each set = FTA-FTB-F2A, drawbar coupled.
100-104 ABCD used for this project.
160-162 = F3 ABC, drawbar coupled.
163-166 = Each set = F7A-F3B-F3A, drawbar coupled.
137-138 ABCD used for this project.
167-169 = F7 ABC, drawbar coupled.
200-239 = GP7, had been delivered in Sept-1951 and not yet
used in this area. Started on "Lines West".
500-509 = G5 "USRA" 0-6-0, Cooke, 1919.
510-524 = G5A "USRA" 0-6-0, Baldwin, 1921.
540-549 = F1 "USRA" 0-8-0, Brooks, 1919, not used at Eola.
560-594 = G10 0-6-0, Brooks & Baldwin, 1904-1906, built as
2-6-2's, converted 1928-1930.
700-702 = C&S F7 ABCD, normal coupler between "B" and "C".
750-752 = FW&D F7 ABCD, normal coupler between "B" and "C".
2050-2224 = R5 2-6-2, Baldwin & Brooks, 1906-1907. A few to
R5A, 1919-1928, including 2151.
2800-2869 = S1 4-6-2, Baldwin & Schenectady, 1906-1909, many to
S1A, 1923-1930.
2900-2949 = S2 4-6-2, Baldwin, 1910, many to S2A, 1924-1929.
3000-3011 = S4 4-6-4, Baldwin, 1930, some to S4A, 1937-1938.
3012 = S4 4-6-4, West Burlington, 1935.
4000-4004 = S4A 4-6-4, from S4 class,
4001, built West Burlington 1938.
4940-4999 = O1A 2-8-2, Baldwin, 1923,
last steam in service on CB&Q, 1959.
5060-5147 = O1A 2-8-2, Baldwin, 1917-1922.
5300-5359 = O3 2-8-2, Baldwin, 1915-1919,
CB&Q's "heavy but slow" 2-8-2's on "Lines East".
5600-5607 = O5 4-8-4, Baldwin, 1930.
5608-5635 = O5A 4-8-4, West Burlington, 1936-1940, a few to
O5B oil burners for "Lines West" service.
6310-6327 = M4 2-10-4, Baldwin, 1927-1929, all to M4A at
West Burlington 1934-1940.
7000-7007 = B1 4-8-2, Lima, 1922, most on "Lines West".
7008-7020 = B1A 4-8-2, Baldwin, 1925, most on "Lines West".
9130-9135 = SW, no MU on any and not used in this area.
9136-9153 = SW1, no MU on any.
9200-9201 = NW1, usually used at 14th Street Coach Yard.
9203-9248 = NW2, no MU on any.
9249-9268 = SW7, no MU on any and not used in this area.
9269-9270 = SW9, no MU on any and not used in this area.
9300-9308 = S2, no MU on any and not used in this area.
9350-9379 = VO1000, no MU on any and not used at Eola.
9400-9413 = TR2 AB, drawbar coupled, rear MU only.
9900-9908 = Zephyr type motor trains.
9909-9915 = E5 AB with only three true "B" units, 9910-9912B.
9916-9936 = E7 AB with no true "B" units.
9937 = E7 "A" only, an "A" unit.
9937 = E8 "B" only, an "A" unit.
9938-9948 = E8 AB with no true "B" units.
9949 = E7 an "A" unit with no letter suffix.
9949 = E8 "A" only, an "A" unit.
9960-9962 = F3 ABC, drawbar coupled, passenger units.
A few general notes, pertinent to this period:
Yard power at Eola was a mix of steam and diesel.
Usually one O1A in yard service that could be used
on almost anything else.
C&S and FW&D "Graybacks" were used system wide at this time.
The 2151 was an ATC engine that was kept at Eola to protect the
NW2's at Rock Falls. Usually shared with the East End Local.
The 5306 was kept at Eola to protect the TR2's used on the
Fox River.
Oregon Turn was a mail train coming East. Usually got 4-6-2's
as there was nothing else capable of 60 mph at this time.
In October thru freight was either diesel or 4-6-4's or 4-8-4's
most of the time. During the Christmas season this changed as
more of the best engines were in passenger or mail service.
Other power appeared in thru freight service. Generally, in this
area CB&Q did not double head trains. Power moves were almost
always light engines. There are a lot of them on these sheets.
The serviceable steam was spread out with the largest supply at
Galesburg as they had the most space. At this time the 4-6-4's
and 4-8-4's were kept at Clyde with only a token 4-6-4 or two
at Western Avenue with the extra 4-6-2's. If they wanted a
couple of fast engines for passenger or mail service this would
deplete the freight power available. This might dictate a 4-8-4
or two to move East from Galesburg light. On the other hand, if
Galesburg sent two or three freights East with 4-8-4's it might
overcrowd Clyde and cause a light engine move West. At this time,
while they did have a good supply of 4-6-2's, they only protected
dinkies and local freight needs. Were not considered for mail or
thru passenger service.
At this time M4A's,O1A's,4-6-4's,and 4-8-4's were still being
shopped so almost all were available. The rest of the engines
were survivors.
Roundhouse at Aurora was for diesel dinky engines only. Steam
was serviced and kept at West Eola along with diesel yard and
local freight engines. If steam needed to be used on dinkies
Hostlers would move from Depot to West Eola to turn and service
and then back to Depot for morning parade. No 4-6-4's or 4-8-4's were held
at West Eola for protection.
By the end of 1952 there were more GP7's and the first of the
SD7's delivered. This moved many diesels East and changed
things at West Eola forever.
Russ
[Non-text portions of this message have been removed]
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