Incorporated on the eve of the Twentieth Century (16 March 1899), this railroad comprised the Pleasant Bay Railway established a year earlier and the Toledo & Ottawa Beach. The D & TSL spent the steam era operating independently of its co-owners, the Grand Trunk and the Toledo, Peoria & Western (after 1923, the Nickel Plate. )
These Consolidations were relatively small, but clearly the right size for the D & TSL because they ordered three in 1913 and repeated the order almost 10 years later. All of the details were the same including the vanadium cast frames and provision of 400 Tate flexible staybolts in the breaking zone.
As the years went on and the firebox modified by adding 57 sq ft of thermic syphons to the 14 sq ft of arch tubes, they developed an impressive amount of direct heating surface warmed by a large grate. The piston valves measured 14" (356 mm) in diameter.
16 and 17 were scrapped in 1936 and 1939, respectively, but the other 4 operated until 1952.
The largest class of Consolidations on this small railroad, this class had relatively small boilers for 2-8-0s built during that time. On the other hand, they put a relatively high adhesion weight on the rails and they had a generous percentage of direct heating surface. Schenectady built them as a batch of cross-compounds with 22 1/2" and 35" x 32" stroke cylinders.
In 1928, the CV sold the last four of this class -- 405-408 --to the Duluth, Winnipeg & Pacific of the Canadian National as their class M-8-a (1981-1984, later 2196-2199); they were retired in 1957.
By the time the CV had compiled the 1957 edition of their diagram book, two of the remaining five had been scrapped. The last three then operated as switchers and had bob-tailed tenders.
A modest stud of Consolidations on this small railroad, these stayed in service with the CV til the end of steam, while some of the engines in earlier classes were sold to the Canadian National. 451-454 were fitted with Coffin feedwater heaters.
Following the nine M-2s (Locobase 7099) , this class had taller drivers but were otherwise quite similar, particularly after they received superheaters. Not long after the refit, the entire class was sold to the Canadian National as their class N-4-h (2810-2819) in 1928. By that time, most had a "thru-bolt" superheater arrangement with the areas shown in the specs. (Compared to the Tbolt header, the "Thru-bolt" header provided a greater air space between the saturated and superheated sides of the superheater, which reduced the rapidity of heat transfer and allowed for expansion and contraction.)
Some had the arrangement shown in the M-2 entry, which had two more flues and 30 more tubes.
They served the CN into the 1950s, the first retiring in 1954, the last in 1961.
This most numerous of the CV's Consolidation classes was owned by the Canadian National (which had taken over the CV's parent Grand Trunk in the same year) and leased back to the CV.
They had a relatively large boiler for the later-period 2-8-0s supplied to North American railroads. As delivered, they had four arch tubes contributing 25.6 sq ft (2.4 sq m) to the direct heating surface. Sometime later, 461,-464-465, and 469 had their fireboxes rearranged with two of the arch tubes being deleted in favor of 65 sq ft (6.05 sq m) in two Nicholson thermic syphons. The total firebox heating surface now totalled 256 sq ft (23.8 sq m).
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Detroit & Toledo Shore Line (CNR)||Central Vermont (CNR)||Central Vermont (CNR)||Central Vermont (CNR)||Central Vermont (CNR)|
|Number in Class||6||9||6||10||16|
|Road Numbers||15-17, 18-20||400-408||450-455||409-418||460-475|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.67||0.66||0.66||0.66|
|Overall Wheelbase (engine & tender)||75.46'||54.17'||68.10'||60.02'||59.40'|
|Axle Loading (Maximum Weight per Axle)||48200 lbs|
|Weight on Drivers||189980 lbs||172360 lbs||189410 lbs||181750 lbs||204250 lbs|
|Engine Weight||217470 lbs||195360 lbs||217730 lbs||204280 lbs||232750 lbs|
|Tender Light Weight||146730 lbs||140000 lbs||145000 lbs||160300 lbs||171200 lbs|
|Total Engine and Tender Weight||364200 lbs||335360 lbs||362730 lbs||364580 lbs||403950 lbs|
|Tender Water Capacity||8000 gals||6000 gals||7500 gals||6700 gals||8300 gals|
|Tender Fuel Capacity (oil/coal)||10 tons||14 tons||12 tons||14 tons||14.5 tons|
|Minimum weight of rail (calculated)||79 lb/yard||72 lb/yard||79 lb/yard||76 lb/yard||85 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||180 psi||180 psi||180 psi||180 psi|
|Cylinders (dia x stroke)||23" x 30"||22.5" x 32"||24" x 32"||22" x 32"||24" x 32"|
|Tractive Effort||38541 lbs||43484 lbs||49475 lbs||37614 lbs||49475 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.93||3.96||3.83||4.83||4.13|
|Firebox Area||236 sq. ft||177 sq. ft||222 sq. ft||177 sq. ft||216 sq. ft|
|Grate Area||50.60 sq. ft||50.62 sq. ft||53.40 sq. ft||50.62 sq. ft||53.40 sq. ft|
|Evaporative Heating Surface||2398 sq. ft||2282 sq. ft||2764 sq. ft||2011 sq. ft||2758 sq. ft|
|Superheating Surface||450 sq. ft||477 sq. ft||631 sq. ft||456 sq. ft||630 sq. ft|
|Combined Heating Surface||2848 sq. ft||2759 sq. ft||3395 sq. ft||2467 sq. ft||3388 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||166.22||154.96||164.96||142.84||164.61|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||9108||9112||9612||9112||9612|
|Same as above plus superheater percentage||10565||10661||11438||10752||11438|
|Same as above but substitute firebox area for grate area||49277||37276||47552||37595||46267|