With respect both to numbers and to specifications, these Consolidations fell right in the middle of the range of 2-8-0s that entered service in the US during the late 1880s.
5 was sold in 1915 to Azucar de Cuba. 27 was sold in September 1906 to the Spokane & Inland Empire as their 6. In 1920, the newly established Brownlee-Olds Lumber company, heirs to Medford, Ore's Pacific & Eastern, bought the 6.
28 went to the Hawthorne, Nebagamon & Superior, a logging road built in 1898, according to the Master List of Wisconsin Logging Railroads account of Douglas County roads (http://sassmaster.tripod.com/list.html, last accessed 6 February 2014). Frederick Weyerhaeuser, owner of Lake Nebagamon, didn't care to deal with the Duluth, South Shore, and Atlantic. The HN&S was substantial enough to handle DSS&A traffic when a key trestle on the latter's line burned in an arson fire. It had 33 1/2 miles of main line and many tram roads into the timber stands.
When the timber ran out in 1908, the HN&S was abandoned. The 5 was sold to the Mesabe Southern as their 4 and when that line was abandoned in 1913, the 4 moved to the Duluth & Northeastern, where it met its end in a wreck in 1924.
29 and 30 were sold to locomotive dealer Males in November 1902. That company sold the 29 to the New York & Pennsylvania in May 1903, where it served for almost 30 years. Males sold the 30 to the Detroit Southern, where it took #29, a new herald from successor Detroit, Toledo & Ironton in 1905, and ran until scrapped in 1921.
31 and 32 served the CNE for all of their careers. 32 was retired in December 1912 and 31 was withdrawn in October 1913..
Like 29 and 30, 33 was sold in 1903, but went to Weed Lumber Company.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Central New England & Western|
|Number in Class||10|
|Builder||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14.25 / 4.34|
|Engine Wheelbase (ft / m)||21.92 / 6.68|
|Ratio of driving wheelbase to overall engine wheebase||0.65|
|Overall Wheelbase (engine & tender) (ft / m)||47.42 / 14.45|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||103,000 / 46,720|
|Engine Weight (lbs / kg)||120,000 / 54,431|
|Tender Loaded Weight (lbs / kg)||68,800 / 31,207|
|Total Engine and Tender Weight (lbs / kg)||188,800 / 85,638|
|Tender Water Capacity (gals / ML)||4000 / 15.15|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||8 / 7.30|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||43 / 21.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||50 / 1270|
|Boiler Pressure (psi / kPa)||140 / 9.70|
|High Pressure Cylinders (dia x stroke) (in / mm)||20" x 24" / 508x610|
|Tractive Effort (lbs / kg)||22,848 / 10363.69|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.51|
|Firebox Area (sq ft / m2)||146 / 13.56|
|Grate Area (sq ft / m2)||30.70 / 2.85|
|Evaporative Heating Surface (sq ft / m2)||1657 / 153.94|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1657 / 153.94|
|Evaporative Heating Surface/Cylinder Volume||189.88|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4298|
|Same as above plus superheater percentage||4298|
|Same as above but substitute firebox area for grate area||20,440|