Eight Mallet compounds virtually identical with Virginian 600. The Minnesotans were fitted with a feedwater heater in the boiler that contained 1,694 sq ft of heating surface area, another 160 sq ft was held in a preheater in the steam circuit between the HP and LP cylinders. The Missabe included those areas in its calculation of evaporative heating surface.
The Baldwin specs guaranteed to "pull or push" 55 empty steel ore cars weighing 16 tons each and a 10-ton caboose up the 6-mile long (10-km) 2.2% ruling grade from the Duluth docks to Proctor at an average speed of 12 mph. Stoking these engines was sometimes a problem even when two firemen were used. Although capable of handling 85 empties on the steep grades when fitted with mechanical stokers, the smallish boilers restricted their speed when so engaged.
Workhorse engines that were later given Schmidt superheaters, Standard mechanical stokers (in 1925), and Elesco feedwater heaters (in 1930). These engines were followed by 4 more engines fitted with superheaters from the start.
When the M-class Mallets (see Locobase 317) were fitted with Schmidt superheaters, Standard mechanical stokers (in 1925), and Elesco feedwater heaters (in 1930), the result was as is shown here. The firebox heating surface now included thermic syphons.
Firebox fitted with arch tubes, which contributed a considerable 48 sq ft (4.5 sq m) to the heating surface total and large combustion chamber which added 108 sq ft (10 sq m). Fifteen-inch (381 mm) piston valves supplied steam to the cylinders.
Four Mallet compounds that followed the eight bought in 1910 (Locobase 317). They pulled empty ore trains up the ruling grade of 2.2% from the ore docks at Duluth and the Proctor yards and brought loaded cars back down; they weren't turned at either end. Of the seven miles of line, six followed the grade while winding around compensated curves of 6-10 percent.
One source says that 208-209 had 77-sq ft grate area, which is smaller than earlier engines and presumably was still harder to fire and that 210-211 reverted to the early 84-sq ft grate, yielding a GDF of 61,750 and a CHS/GA ratio of 78.02. The data comes from a January 1917 table in Railway Mechanical Engineer for "208" that uses the 84-sq-ft figure.
Frank A King, writing in the November 1980 Trains, confirms the 84-sq-ft figure and notes that overall length was 5 feet less because the firebox was moved 5 ft farther forward.
All were converted to simple expansion locomotives in the 1930s; see Locobase 319.
210 (class M-2S) was rebuilt in 1929 with virtually identical specs except for an EHS of 5,441 sq ft and CHS of 7,921 (SHS% of CHS 31.31, BDF 792, CHS/GA ratio 94.3). She was nicknamed Madame Queen.
211 was rebuilt in 1931 and had an EHS of 5621 sq ft and a CHS of 8101 sq ft (SHS% of CHS 30.61, BDF 774, CHS/GA ratio 96.44).
The 207 (class MS) was rebuilt along similar lines in 1931, but came out heavier at 444,650 lb on the drivers.
|Specifications by Steve Llanso of Sweat House Media|
|Class||M||M - superheated||M-1/M-2||MS/etc|
|Railroad||Duluth, Missabe & Northern (DM&IR)||Duluth, Missabe & Northern (DM&IR)||Duluth, Missabe & Northern (DM&IR)||Duluth, Missabe & Northern (DM&IR)|
|Number in Class||8||7||4||2|
|Builder||Baldwin||DM&IR||Baldwin||DM & IR|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||40.25||15||15||15|
|Engine Wheelbase (ft)||55.75||58.17||55.75||55.33|
|Ratio of driving wheelbase to overall engine wheebase||0.72||0.26||0.27||0.27|
|Overall Wheelbase (engine & tender) (ft)||83.54||87||83.54||83.83|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||406,600||392,200||415,200||421,100|
|Engine Weight (lbs)||448,100||436,000||470,200||494,450|
|Tender Loaded Weight (lbs)||171,900||171,900||176,800||195,200|
|Total Engine and Tender Weight (lbs)||620,000||607,900||647,000||689,650|
|Tender Water Capacity (gals)||9000||9000||9000||9000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||16||16||16||21|
|Minimum weight of rail (calculated) (lb/yd)||85||82||87||88|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||57||57||57||57|
|Boiler Pressure (psi)||200||200||200||200|
|High Pressure Cylinders (dia x stroke) (in)||26" x 32"||26" x 32"||26" x 32"||24" x 32" (4)|
|Low Pressure Cylinders (dia x stroke) (in)||40" x 32"||40" x 32"||40" x 32"|
|Tractive Effort (lbs)||90,709||90,709||90,709||109,945|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.48||4.32||4.58||3.83|
|Firebox Area (sq ft)||255||340||379||346|
|Grate Area (sq ft)||84||84||84||84|
|Evaporative Heating Surface (sq ft)||6890||4122||5424||5592|
|Superheating Surface (sq ft)||931||1168||2480|
|Combined Heating Surface (sq ft)||6890||5053||6592||8072|
|Evaporative Heating Surface/Cylinder Volume||350.39||209.62||275.83||166.87|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||16,800||16,800||16,800||16,800|
|Same as above plus superheater percentage||16,800||19,824||19,824||22,008|
|Same as above but substitute firebox area for grate area||51,000||80,240||89,444||90,652|