This locomotive originally was built for the Buffalo & Susquehanna, but was returned for being too heavy for the road. Certainly Mr. EA Williams, Mechanical Superintendent of the Minneapolis, St. Paul and Sault Ste Marie, must have believed that this Vauclain compound Decapod would help him over the 165-mile Minneapolis-Pennington Division. It was to attack the ruling grade of 0.8% with a 2,000-short ton train. So he bought the orphaned B & S #113.
Although unveiled with reserved rapture in the Railroad Gazette, this engine clearly did not meet the need as it remained the only 2-10-0 the Soo ever bought. One feature was the relatively large 13" (330 mm) piston valve that served both the HP and LP cylinder on each side.
Indeed, a passing comment in "What One of the Large Locomotives is Doing," Locomotive Engineering (October 1900), p. 435 suggests that expectations fell short: "The engine was guaranteed to haul 2,000 tons up a 42-foot grade [0.8%] at 6 miles an hour. This condition has not been fully met, but the record of coal consumption is remarkably good ..."
On the other hand, the lone G endured long enough to be simpled (two 23" x 32" cylinders) and superheated; see Locobase 6767.
Note that the superheater area in the specs is estimated. It is a calculation based on taking the diagram value of 690 sq ft of "superheater equivalent" and deducting a third from it. See the logic presented in Locobase 1364.
As noted in the original G-class entry (Locobase 3949), this Decapod was the only one of its wheel arrangement to run on the Minneapolis, St. Paul & Sault Ste Marie. Perhaps because of its light axle loading, 950 survived and even endured. Along the way, the railroad simplified the power and superheated it, gracing it with 14" (356 mm) piston valves that had a 10" (254 mm) travel. In December 1924, the railroad added power reverse gear and in March 1943 they lengthened the cab.
After a long career, the Soo donated the G to the city of Ashland, Wisconsin (on the Lake Superior shore) on 16 October 1956.
|Specifications by Steve Llanso of Sweat House Media|
|Class||G||G - simpled and superheated|
|Railroad||Minneapolis, St Paul & Sault Ste Marie (Soo)||Minneapolis, St Paul & Sault Ste Marie (Soo)|
|Number in Class||1||1|
|Builder||Burnham, Williams & Co||shops|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||19.33||19.33|
|Engine Wheelbase (ft)||28.50||28.50|
|Ratio of driving wheelbase to overall engine wheebase||0.68||0.68|
|Overall Wheelbase (engine & tender) (ft)||57.33||57.33|
|Axle Loading (Maximum Weight per Axle) (lbs)||39,500|
|Weight on Drivers (lbs)||185,100||190,250|
|Engine Weight (lbs)||210,000||212,250|
|Tender Light Weight (lbs)||120,000||131,550|
|Total Engine and Tender Weight (lbs)||330,000||343,800|
|Tender Water Capacity (gals)||7000||6000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||9||10|
|Minimum weight of rail (calculated) (lb/yd)||62||63|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||55||55|
|Boiler Pressure (psi)||215||180|
|High Pressure Cylinders (dia x stroke) (in)||17" x 32"||23" x 32"|
|Low Pressure Cylinders (dia x stroke) (in)||28" x 32"|
|Tractive Effort (lbs)||44,904||47,091|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.12||4.04|
|Firebox Area (sq ft)||223.90||274|
|Grate Area (sq ft)||37.50||37.58|
|Evaporative Heating Surface (sq ft)||3018||2381|
|Superheating Surface (sq ft)||460|
|Combined Heating Surface (sq ft)||3018||2841|
|Evaporative Heating Surface/Cylinder Volume||359.00||154.73|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8063||6764|
|Same as above plus superheater percentage||8063||7847|
|Same as above but substitute firebox area for grate area||48,139||57,211|