This class was originally produced by Schenectady and delivered to the IC as a set of Moguls in 1889 (Locobase 7023). About 23 years later, Lima rebuilt the first three in May 1912 and the IC's Burnside Shops converted a fouth to these suburban commuter locomotives. Burnside added four more in 1920-1921.
About all that entailed was removing the tender, extending the frame, and grafting on a bunker and tank. The rest of the engine may have been renewed, but the dimensions, proportions, and ratios remained those of the 1889 2-6-0s.
Chis Hohl points out that by 1933, the class's bunker and tank capacity increased to 5 1/2 tons (5 metric tonnes) of coal and 2,750 US gallons (10,409 litres) of water.
Three were scrapped in 1928, four in 1935, and one in 1936.
Bigger even than the two delivered from Rogers in 1892 and described in Locobase 6948, these were the largest suburban tanks of this arrangement on the IC. Like most of the IC's 2-6-4Ts, however, these were makeovers of earlier six-coupled locomotives and consisted of several Moguls from the huge class of 2-6-0s (Locobase 6966). About thirty years after that class began service in 1892, the IC converted them to this tank-engine arrangement.
In order of their later road numbers, the Moguls so adapted were 485 (1449), 438 (1450), 408 (1451), 402 (1452), 430 (1453), 416 (1454), 410 (1455), 476 (1456).
Several were fitted with 15.8 sq ft (1.47 sq m) of arch tubes in the Belpaire firebox.
Bryer's meticulouse compilation of an all-time IC roster states that 438/1450 was stationed at Purdue University (as part of its widely respected locomotive research program) from 1916-1943.
Sources differ on where the 1450 and 1452 went after their service on the IC. Several report that the two were sold to Roux Crate & Lumber in Florida. 1450 was renumbered 3 and went to Bartow, 1452 took #7 and went to Lake Garfield.
On the other hand, Jerry La Boda and Byer's Illinois Central compilation says the two leaving the IC in November 1926 for the Central of Georgia as the latter's SB class 300-301. And the CofGa's 1927 Locomotive Diagram book page 29 shows the 300-301 with specifications identical to the IC's 1913 Diagram.
William Edson's and Prince's Central of Georgia compilations resolve the apparent contradiction. First of all, the IC absorbed the CofGa in 1927, so the two locomotives moved within the combined railway system to operate on the semi-independent CofGa for a few years. In October 1933, however, the 301 was sold to Roux Crate & Lumber; 300 followed four months later in March 1933.
A bigger Forney type, clearly enlarged by Rogers to put more power at the head of the commuter train. Given that there were only two of them and they were out of service by 1913, the class may not have been very successful.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Illinois Central (IC)||Illinois Central (IC)||Illinois Central (IC)|
|Number in Class||8||8||2|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13 / 3.96||14 / 4.27||13 / 3.96|
|Engine Wheelbase (ft / m)||34.58 / 10.54||37.04 / 11.29||33.42 / 10.19|
|Ratio of driving wheelbase to overall engine wheebase||0.38||0.38||0.39|
|Overall Wheelbase (engine & tender) (ft / m)||34.58 / 10.54||37.04 / 11.29||33.42 / 10.19|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||85,000 / 38,555||121,450 / 55,089||92,000 / 41,731|
|Engine Weight (lbs / kg)||163,300 / 74,072||211,070 / 95,740||160,000 / 72,575|
|Tender Loaded Weight (lbs / kg)|
|Total Engine and Tender Weight (lbs / kg)||163,300||211,070||160,000|
|Tender Water Capacity (gals / ML)||2100 / 7.95||3105 / 11.76||2100 / 7.95|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||5 / 4.50||6.30 / 5.70||5 / 4.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||47 / 23.50||67 / 33.50||51 / 25.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56.50 / 1435||56.50 / 1435||56.50 / 1435|
|Boiler Pressure (psi / kPa)||150 / 10.30||165 / 11.40||160 / 11|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610||19" x 26" / 483x660||18" x 22" / 457x559|
|Tractive Effort (lbs / kg)||17,548 / 7959.65||23,299 / 10568.26||17,158 / 7782.75|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.84||5.21||5.36|
|Firebox Area (sq ft / m2)||131.80 / 12.25||188.90 / 17.55||141.70 / 13.17|
|Grate Area (sq ft / m2)||29.50 / 2.74||26.40 / 2.45||23.36 / 2.17|
|Evaporative Heating Surface (sq ft / m2)||1412 / 131.23||1532 / 142.33||1327 / 123.33|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1412 / 131.23||1532 / 142.33||1327 / 123.33|
|Evaporative Heating Surface/Cylinder Volume||199.76||179.56||204.80|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4425||4356||3738|
|Same as above plus superheater percentage||4425||4356||3738|
|Same as above but substitute firebox area for grate area||19,770||31,169||22,672|