Locobase 5487 shows a couple of Consolidations delivered to the Kansas City & Connecting Railroad at the same time. This pair was originally ordered by the Omaha, Kansas City & Eastern, the KC & C's successor, but that line apparently canceled.
In 1912, the G & SI sold the 41 to the Louisiana Railroad & Navigation as their 89. The LR & N was called the Edenborn Line after its sole owner - Edenborn. Connelly
Nine years later, locomotive rebuilder/reseller Southern Iron & Equipment bought the aging 42. SI & E sold it about a year later to the Tennessee Railroad as their 28. Several years later the TRR sold the 28 to Birmingham Rail & Locomotive, which sold the engine in April 1934 to the Mexican sugar-refining company Azucarera Almeda.
This Consolidation class might have been among the first to operate on the line.
Four of the engines (31, 32, 33, and 37) appear to be the only locomotives kept by the IC when that railroad took over the G & SI.
As it trended southwest from Jackson, the G & SI divided Mississippi roughly in half as it headed to the new town of Gulfport. If the three branches -- Gulfport to Handsboro (4 mi), Maxie to Columbia (48 mi), and Saratoga to Laurel (41 mi) -- are included, total line mileage was 253 miles. Fifteen years after its charter was awarded, the G & SI opened the Gulfport to Hattiesburg section (70 mi) on 1 January 1897.
Sam Lindsey, writing on http://www.samlindsey.com/Logging/GSI/GSI_History ... (accessed 9 October 2005), summarizes the substantial benefits that Mississippi derived from supporting this line: "...the railroad more than fulfilled its promise. It gave the state a deep-water harbor, more than doubled the population of towns along its route, built the City of Gulfport and made Hattiesburg a railroad center."
The line operated as a subsidiary of the Illinois Central beginning in the mid-1920s; the IC later erased the G & SI's independent identity in 1946.
The first two Consolidations in this large class had 51" drivers. Obviously the IC preferred the greater speed possible with taller drivers over the tractive effort increase afforded by smaller drivers. The look of the profile is unusual in that the gap between the first two driving axles is 6' 9" while the spacing between the last 3 driving axles is 5' and 5'. Perhaps that was necessitated by the inside valve gear layout. The long Belpaire firebox lay over the last two axles.
Little changed in service, the 611, 613, 621-622, and 628 were scrapped in February 1916 and 619 followed a month later. The first two in the class were sold for scrap to Briggs and Turivas in October 1929. The others all were sold to the Nacional de Mexico in February 1921 where they were renumbered 1003-1032.
This was a big example of a turn-of-the-century Consolidation in North America; in every respect it occupied the top 5% in weight and dimensions. The Belpaire firebox heating surface included 31 sq ft of arch tubes. Page 34 of The Scientific American's Reference Book of 1905 by Albert Allis Hopkins, Alexander Russell Bond (p 34) quotes R Wells of the IC as saying that the specifications of this class was that they could haul 2,000-ton trains over a ruling grade of 38 ft to the mile (0.75%).
The authors also indulged in a speculation over how many of the 2-8-0s could pull the ocean liner Oceanic at 22 1/2 mph. The answer was 8 on land, but the resistance offered by water limited the locomotives to walking speed if they were to tow the ship on the water.
A quartet of Cookes (works #28686-28689) among all the IC Consolidations. These were later superheated; see Locobase 6976.
Like the other IC superheated upgrades, this quartet was fitted with Baker valve gear. Unlike the others, however, the small boiler meant a relatively large sacrifice of heating surface area when the superheater was added. Locobase figures that a relatively low axle loading meant that the upgrade put more power into branch-line operations where most other locomotives couldn't go.
Like the Cooke trio, these were lightly loaded locomotives that operated on branch-line freights. Unlike the Cookes, these much smaller engines were not superheated later.
The diagram shows that Rogers delivered all of these Consolidations except 687-698, which Schenectady supplied in 1903. Tube counts varied among batches: 651-670, 687-698, 705-730, and 761-785 held 335 2" tubes; 671-680 and 699-704 had 331; and 731-760, for some reason, had 294 tubes.
Compared to other US 2-8-0s of the time, the IC engines were in the top third of heating surface areas, but had relatively shallow fireboxes. They were in the middle of the pack in terms of adhesion weight. The IC's superheated update is shown in Locobase 6971.
This upgrade was similar to that of the IC 651-class Moguls described in Locobase 6969 in using the same number of similar-diameter flues for the superheater. They were longer, which increased superheater area. But this was a more extensive changeover. Slide valves were replaced by 9" piston valves; these were driven by Baker radial valve gear. As superheated Consolidations went, this design was about average.
The IC added to its Consolidation stud with this long series from Brooks. The first batch -- works #30052-30076, road #812-836 -- came in 1904. 38148-38169 arrived in 1905 as 844-865, 40360-40392 as 866-904 in 1906, 42431-42437 and 43424-43455 completed the series as 793-799 and 909-940. Most later received thermic syphons, which added 52.2 sq ft to the 177 sq ft of firebox heating surface.
The last of a large holding of Consolidations were these Baldwins of considerably larger dimensions. Note the boiler's tube count, which at over 400 tubes, is one of the most crowded. Piston valves measured 12" in diameter
Many of these were superheated; see Locobase 6974.
The large boiler of the original saturated-steam Baldwin Consolidations shown in Locobase 6973 proved relatively capacious when the IC superheated this class. As a result, superheater area was proportionately larger than many other upgrades. At the same time, the relatively puny firebox heating surface gained 48 sq ft of syphons. They retained the 12"-diameter piston valves.
|Specifications by Steve Llanso|
|Class||19||3||601, 603||639||641||641 - s||648||651||651 -s||793||941||941 - s|
|Railroad||Gulf & Ship Island (IC)||Gulf & Ship Island (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)|
|Road Numbers||19-20 / 41-42||3, 6, 15-18, 21-26 / 30-39||601-638||639||641-644||641-644||648-650||651-785||651-785||793-800, 811-940||941-993||941-957, 959-993|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Rogers||Rogers||Alco-Cooke||IC||Manchester||several||IC||Alco-Brooks||Baldwin||IC|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.68||0.69||0.67||0.65||0.67||0.66||0.66||0.66||0.65||0.66||0.66|
|Overall Wheelbase (engine & tender)||48.25'||48.81'||56.87'||56.71'||51.61'||48.54'||56'||57.87'||57.40'||57.64'||57.64'|
|Axle Loading (Maximum Weight per Axle)||59300 lbs||49190 lbs||57100 lbs|
|Weight on Drivers||132000 lbs||94000 lbs||118600 lbs||184800 lbs||158900 lbs||161000 lbs||118000 lbs||163000 lbs||178650 lbs||181000 lbs||200900 lbs||214050 lbs|
|Engine Weight||148000 lbs||116000 lbs||137300 lbs||203000 lbs||178900 lbs||183100 lbs||132000 lbs||183000 lbs||199210 lbs||203500 lbs||223000 lbs||238200 lbs|
|Tender Light Weight||83000 lbs||80000 lbs||80000 lbs||147600 lbs||147600 lbs||102000 lbs||99350 lbs||147600 lbs||147600 lbs||145000 lbs||135050 lbs||135050 lbs|
|Total Engine and Tender Weight||231000 lbs||196000 lbs||217300 lbs||350600 lbs||326500 lbs||285100 lbs||231350 lbs||330600 lbs||346810 lbs||348500 lbs||358050 lbs||373250 lbs|
|Tender Water Capacity||4000 gals||3300 gals||3850 gals||5000 gals||7000 gals||5000 gals||3000 gals||7000 gals||7000 gals||7000 gals||7000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||7.5 tons||10 tons||15 tons||8 tons||8 tons||15 tons||15 tons||15 tons||14 tons||14 tons|
|Minimum weight of rail (calculated) on which locomotive could run||55 lb/yard||39 lb/yard||49 lb/yard||77 lb/yard||66 lb/yard||67 lb/yard||49 lb/yard||68 lb/yard||74 lb/yard||75 lb/yard||84 lb/yard||89 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||180 psi||165 psi||210 psi||200 psi||200 psi||185 psi||200 psi||200 psi||200 psi||200 psi||200 psi|
|Cylinders (dia x stroke)||20" x 26"||18" x 24"||21" x 24"||23" x 30"||22" x 26"||22" x 26"||20" x 24"||20" x 28"||20" x 28"||22" x 30"||22" x 30"||22" x 30"|
|Tractive Effort||34591 lbs||23795 lbs||26273 lbs||49698 lbs||41947 lbs||41947 lbs||29600 lbs||33699 lbs||33699 lbs||39181 lbs||39181 lbs||39181 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.82||3.95||4.51||3.72||3.79||3.84||3.99||4.84||5.30||4.62||5.13||5.46|
|Firebox Area||203 sq. ft||119.22 sq. ft||168 sq. ft||252 sq. ft||149.30 sq. ft||175.40 sq. ft||150.82 sq. ft||162 sq. ft||162 sq. ft||229.20 sq. ft||177 sq. ft||225 sq. ft|
|Grate Area||26.33 sq. ft||20.80 sq. ft||28.45 sq. ft||38.50 sq. ft||48 sq. ft||48 sq. ft||31.02 sq. ft||54 sq. ft||54 sq. ft||50 sq. ft||49.50 sq. ft||49.50 sq. ft|
|Evaporative Heating Surface||2241 sq. ft||1287 sq. ft||1623 sq. ft||3208 sq. ft||2767 sq. ft||1513 sq. ft||1939 sq. ft||2702 sq. ft||2140 sq. ft||2999 sq. ft||3691 sq. ft||2701 sq. ft|
|Superheating Surface||440 sq. ft||458 sq. ft||634 sq. ft|
|Combined Heating Surface||2241 sq. ft||1287 sq. ft||1623 sq. ft||3208 sq. ft||2767 sq. ft||1953 sq. ft||1939 sq. ft||2702 sq. ft||2598 sq. ft||2999 sq. ft||3691 sq. ft||3335 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||237.05||182.07||168.69||222.37||241.89||132.26||222.19||265.39||210.19||227.21||279.64||204.64|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4739||3744||4694||8085||9600||9600||5739||10800||10800||10000||9900||9900|
|Same as above plus superheater percentage||4739||3744||4694||8085||9600||11808||5739||10800||12744||10000||9900||11781|
|Same as above but substitute firebox area for grate area||36540||21460||27720||52920||29860||43148||27902||32400||38232||45840||35400||53550|