A bigger Forney type, clearly enlarged by Rogers to put more power at the head of the commuter train. Given that there were only two of them and they were out of service by 1913, the class must not have been very successful.
This set of locomotives were rebuilt from Ten-wheelers that had entered service in the 1880s. They became Forney-type suburban tanks with leadiing and trailing bogies and thus were 4-6-4Ts
These were the first of the IC suburban tanks to run on this wheel arrangement. The design put down more adhesive weight at the expense of a longer wheelbase. The railroad later balanced the bi-directionality by changing the lead pony truck to a four-wheel bogie. They thus became 4-6-4Ts.
This class was originally produced by Schenectady and delivered to the IC as a set of Moguls in 1889 (Locobase 7023). More than 30 years later, the IC's Burnside Shops converted the class to these suburban commuter locomotives. About all that entailed was removing the tender, extending the frame, and grafting on a bunker and tank. The rest of the engine may have been renewed, but the dimensions, proportions, and ratios remained those of the 1889 2-6-0s.
Bigger even than the two delivered from Rogers in the same year and described in Locobase 6948, these were the largest suburban tanks of this arrangement. At least one (1454) was fitted with 15.8 sq ft of arch tubes. Rogers (works numbers 4744, 4752, 4770, 4891) contributed 1451-1454 in 1892-1893. Brooks (2605, 2640) added at least two more.
After their service on the IC, the 1450 and 1452 were sold to Roux Crate & Lumber in Florida. 1450 was renumbered 3 and went to Bartow, 1452 took #7 and went to Lake Garfield.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)|
|Number in Class||2||3||4||7||8|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||13||11||10.50||13||14|
|Engine Wheelbase (ft)||33.42||34.25||33.92||34.58||37.04|
|Ratio of driving wheelbase to overall engine wheebase||0.39||0.32||0.31||0.38||0.38|
|Overall Wheelbase (engine & tender) (ft)||33.42||34.25||33.92||34.58||37.04|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||92,000||71,400||72,275||85,000||121,450|
|Engine Weight (lbs)||160,000||148,300||155,133||163,300||211,070|
|Tender Loaded Weight (lbs)|
|Total Engine and Tender Weight (lbs)||160,000||148,300||155,133||163,300||211,070|
|Tender Water Capacity (gals)||2100||2760||2760||2100||3105|
|Tender Fuel Capacity (oil/coal) (gals/tons)||5||4||4||5||6.30|
|Minimum weight of rail (calculated) (lb/yd)||51||40||40||47||67|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||56.50||56.50||56.50||56.50||56.50|
|Boiler Pressure (psi)||160||150||150||150||165|
|High Pressure Cylinders (dia x stroke) (in)||18" x 22"||18" x 24"||18" x 24"||18" x 24"||19" x 26"|
|Tractive Effort (lbs)||17,158||17,548||17,548||17,548||23,299|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.36||4.07||4.12||4.84||5.21|
|Firebox Area (sq ft)||141.70||122||96.20||131.80||173.10|
|Grate Area (sq ft)||23.36||17.36||23.50||29.50||26.40|
|Evaporative Heating Surface (sq ft)||1327||1115||1270||1412||1532|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||1327||1115||1270||1412||1532|
|Evaporative Heating Surface/Cylinder Volume||204.80||157.74||179.67||199.76||179.56|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3738||2604||3525||4425||4356|
|Same as above plus superheater percentage||3738||2604||3525||4425||4356|
|Same as above but substitute firebox area for grate area||22,672||18,300||14,430||19,770||28,562|