Locobase 15065 shows the first oil burning Consolidations to come from Baldwin to the IRCA in 1919. Almost six years later, the IRCA bought three more with slight tweaks to the design that included a 1/2" increase in cylinder diameter and a sizable weight gain. Over the next 16 months, the railroad bought 22 more, an indication of considerable satisfaction with the design (and competitive pricing, no doubt).
Road numbers were not assigned in order, so the renumberings in 1928 resulted in the following sequence in builder's number order: 114-116, 102-103, 117-122, 104-106, 101, 124-123, 125, 107-113.
However they were numbered, the class remained on the IRCA at least until 1952.
The 111 was later sold to Don Drawer of Fort Lupton, Colo, who stored it at the Flying D Ranch. The engine went on display at Breckenridge, Colo. Trains' item on the restoration of the 111 says that History Colorado bought the locomotive in 2007. It was sent to the Georgetown Loop and, beginning in 2013, the Silver Plume shops restored the 111 to operating status. Its first test run occurred on 15 August 2016.
Although the country field has Guatemala, the United Fruit's IRCA sent two of these wood-burning Consolidations to plantations in El Salvador. Later locomotives were heavier and burned coal (Locobase 15064) and oil (Locobase 15065).
By 1921, 36 had been converted to oil-burning.
Although the country field has Guatemala, the United Fruit's IRCA sent two of these wood-burning Consolidations to plantations in El Salvador.
These 1914 engines had four tons more adhesion weight than the earlier wood-burners described in Locobase , possibly because they were coal-burners.
By 1921, 36 had been converted to oil-burning.
The IRCA's Baldwin Consolidations wound up burning every kind of fuel. The 1913 and early 1914 engines (Locobase 14189) used wood. The next five locomotives (presented in Locobase 15064) burned soft coal. And this 1919 edition burned heavy crude that was to average 15 degrees BaumT and not to be less than 14 degrees BaumT (a measurement of liquid density in use during most of the steam era.)
Both the 41 and 44 would have post-banana road careers in Colorado. In February 1968, the 44 was sold to the Colorado Central Narrow Gauge. The 40 followed in February 1972. The same sequence would be repeated for the pair's next move. The 44 was bought by the Georgetown Loop Railroad in September 1973 and the 44 followed in February 1977.
Both were later on display at the Colorado Railroad Museum where in 2013, 40 was in service and 44 was undergoing restoration.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||International Railway of Central America||International Railway of Central America||International Railway of Central America||International Railway of Central America|
|Number in Class||25||10||5||6|
|Road Numbers||100-102+ / 101-125||32-36||37, 45-48/ 37-39, 66-69||49-54 / 39-44|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||11 / 3.35||10.92 / 3.33||10.92 / 3.33||10.92 / 3.33|
|Engine Wheelbase (ft / m)||17.58 / 5.36||17.17 / 5.23||17.17 / 5.23||17.17 / 5.23|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.64||0.64||0.64|
|Overall Wheelbase (engine & tender) (ft / m)||45.23 / 13.79||45.87 / 13.98||45.87 / 13.98||45.87 / 13.98|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||95,000 / 43,091||82,000 / 37,195||90,300 / 40,959||90,000 / 40,823|
|Tender Loaded Weight (lbs / kg)||65,000 / 29,484||66,000 / 29,937||66,000 / 29,937||63,500 / 28,803|
|Total Engine and Tender Weight (lbs / kg)||168,000 / 76,204||157,000 / 71,214||162,500 / 73,709||161,500 / 73,255|
|Tender Water Capacity (gals / ML)||3000 / 11.36||3000 / 11.36||3000 / 11.36||3000 / 11.36|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||1500 / 5.70||1400 / 5.30|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||40 / 20||34 / 17||38 / 19||38 / 19|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||40 / 1016||38 / 965||38 / 965||38 / 965|
|Boiler Pressure (psi / kPa)||180 / 12.40||180 / 12.40||180 / 12.40||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||16.5" x 20" / 419x508||16" x 20" / 406x508||16" x 20" / 406x508||16" x 20" / 406x508|
|Tractive Effort (lbs / kg)||20,827 / 9446.98||20,615 / 9350.82||20,615 / 9350.82||20,615 / 9350.82|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.56||3.98||4.38||4.37|
|Firebox Area (sq ft / m2)||84 / 7.80||83.80 / 7.79||83.80 / 7.79||83.80 / 7.79|
|Grate Area (sq ft / m2)||16.80 / 1.56||16.80 / 1.56||16.80 / 1.56||16.80 / 1.56|
|Evaporative Heating Surface (sq ft / m2)||1434 / 133.22||1437 / 133.50||1437 / 133.50||1437 / 133.50|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1434 / 133.22||1437 / 133.50||1437 / 133.50||1437 / 133.50|
|Evaporative Heating Surface/Cylinder Volume||289.72||308.75||308.75||308.75|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3024||3024||3024||3024|
|Same as above plus superheater percentage||3024||3024||3024||3024|
|Same as above but substitute firebox area for grate area||15,120||15,084||15,084||15,084|