By comparison with the 1889 Mogul shown in Locobase 11604, this was a much bigger and more powerful locomotive.
The Manisteo & North Eastern began as a logging road and this Mogul was clearly intended to do its share to move the trainloads of lumber.
By 1 January 1892, however, the M & NE was reported to have been graded as far as Traverse City and service along the 70-mile Manistee-Traverse City line would begin as soon as June.
By May 1899, the Manistee Daily News would boast: "The Manistee & North Eastern Railroad is something unique in its way, at it is believed to be the only one of anything like its size, standard gauge, thoroughly built and equipped and operated after the manner of the larger lines with freight and passenger trains, express, mail, train dispatchers, own telegraph line, etc. which is owned solely by individuals. It has never issued a bond, and not a dollar's worth of stock is held outside of the original incorporators."
It remained independent until 1931 when the Pere Marquette gained control. The PM maintained the M&NE as an independent operating entity until the controlling road merged with the Chesapeake & Ohio on 30 November 1955.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Manistee & North Eastern||Manistee & North Eastern|
|Number in Class||1||1|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15.25 / 4.65||14.50 / 4.42|
|Engine Wheelbase (ft / m)||22.75 / 6.93||21.83 / 6.65|
|Ratio of driving wheelbase to overall engine wheebase||0.67||0.66|
|Overall Wheelbase (engine & tender) (ft / m)||45.08 / 13.74|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||91,500 / 41,504||70,000 / 31,752|
|Engine Weight (lbs / kg)||107,000 / 48,534||85,000 / 38,555|
|Tender Loaded Weight (lbs / kg)||73,000 / 33,112|
|Total Engine and Tender Weight (lbs / kg)||180,000 / 81,646|
|Tender Water Capacity (gals / ML)||3500 / 13.26||2500 / 9.47|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||51 / 25.50||39 / 19.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422||56 / 1422|
|Boiler Pressure (psi / kPa)||180 / 12.40||130 / 9|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 24" / 483x610||17" x 24" / 432x610|
|Tractive Effort (lbs / kg)||23,671 / 10737.00||13,686 / 6207.87|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.87||5.11|
|Firebox Area (sq ft / m2)||148.30 / 13.78|
|Grate Area (sq ft / m2)||18.58 / 1.73||15.40 / 1.43|
|Evaporative Heating Surface (sq ft / m2)||1394 / 129.55|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1394 / 129.55|
|Evaporative Heating Surface/Cylinder Volume||177.00|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3344||2002|
|Same as above plus superheater percentage||3344||2002|
|Same as above but substitute firebox area for grate area||26,694|