The DT&I line from Detroit, MI to Ironton, OH traversed both flat land and rolling hills and these 2-8-4s were well suited to provide the speed and pulling power for this railroad.
There are no surviving DT&I 2-8-4 "Berkshire" type locomotives
|Qty.||Road Numbers||Year Built||Builder||Notes|
|4||700-703||1935||Lima||Numbers 700-703 scrapped between 1953 and 1956|
|2||704-705||1939||Lima||Numbers 704 and 705 scrapped between 1953 and 1956|
Firebox had 76 sq ft (7.05 sq m) of circulators; these were later replaced by 48 sq ft (4.45 sq m) of arch tubes. 14" (356 mm) piston valves supplied the cylinders.
This was a relatively small 2-8-4 that was built in response to a rising demand for fast freight service out of the automobile plants in the Detroit area. The result, says Drury (1993), was a design that looked like "condensed Nickel Plate Berkshires." They took their place as the elite class as they "were decades more modern than anything else on the property."
The author of the waverlyinfo article reports that the engines were immediately the class of the railroad because they were "decades ahead" of any other motive power. Their niche could be found in basic materials: "The 700's became preferred locomotives on the south end of the line over Summit to Glen Jean, Greggs, and Jackson. because of their superior performance in handling coal and ore drags "
There were problems with the design, at least as far as their service on the DT&I was concerned. The railroad was too narrow in places (south of Jackson, for example, becuase of a tight tunnel at Royersville) and much of the right of way had badly conditioned ties. Moreover, "The four-wheel Commonwealth trailer truck proved troublesome in yard switching duty with its high axle loadings, and the large twelve wheel tender was a problem on light rails of passing sidings and yard trackage."
The verdict on the all-weather cabs split down a seasonal divide: in the winter they were great, but "summer was dreaded. Crewmen would open all the doors and windows and even wore an extra set of coveralls to protect them from the intense heat in the cabs."
Whatever the issues, the power was too modern to give up easily and the DT&I operarted them to the end of steam in 1953-1956.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Detroit, Toledo & Ironton (DT&I)|
|Number in Class||6|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||16.75|
|Engine Wheelbase (ft)||39.20|
|Ratio of driving wheelbase to overall engine wheebase||0.43|
|Overall Wheelbase (engine & tender) (ft)||86.15|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||248,600|
|Engine Weight (lbs)||411,500|
|Tender Light Weight (lbs)||361,370|
|Total Engine and Tender Weight (lbs)||772,870|
|Tender Water Capacity (gals)||22,000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||22|
|Minimum weight of rail (calculated) (lb/yd)||104|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||63|
|Boiler Pressure (psi)||250|
|High Pressure Cylinders (dia x stroke) (in)||25" x 30"|
|Tractive Effort (lbs)||63,244|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.93|
|Firebox Area (sq ft)||394|
|Grate Area (sq ft)||88.30|
|Evaporative Heating Surface (sq ft)||4521|
|Superheating Surface (sq ft)||1795|
|Combined Heating Surface (sq ft)||6316|
|Evaporative Heating Surface/Cylinder Volume||265.25|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||22,075|
|Same as above plus superheater percentage||28,256|
|Same as above but substitute firebox area for grate area||126,080|