The LE report described a growing problem for many of the smaller railroads as traffic and weight increased: "When engines of this clas come to be used on level roads, or roads that are comparatively level, the people in charge of the building of freight cars will have to change some of their methods and some of their materials, for such engines will haul more than will hang together." The RAG's account noted that one of the key grades on the way to the port of Marquette was one that climbed at 86 feet/mile ( 1.6%) with those heavy loads.
Less common was the two-cylinder cross-compound favored by several of the locomotive builders that would soon amalgamate as the American Locomotive Company. The HP cylinder sat on the right side of the smokebox and the larger LP cylinder appeared on the left side. It wouldn't be long before the LS&I converted the class to simple-expansion locomotives with two 20 x 28 cylinders.
LS & I 1, 2, & 4 went to the Marquette & Southeastern in 1905 as their 35,33, & 34, respectively. The other three were renumbered twice by the LS & I. The 8 ( ex-6) was sold in 1934 to the Wabash as their 2390. The 9 (ex-7, ex-5) wound up at the Cleveland Cliffs Iron scrapyard.
This class came from Baldwin as a batch. The trio exerted hefty tractive efforts through a large cylinder volume fed by sizable 14" (356 mm) piston valves) from a very large boiler. The firebox heating surface included 29 sq ft (2..69 sq m) in four arch tubes. Its relatively high axle loading reflects a 1909 LS&I program to relay all track with 80 lb/yard (40 kg/metre) rail. Minimum curve radius was a relatively gentle 5 deg and maximum grade was a mild 1.6%.
Boiler pressure later rose to 200 psi with a commensurate tractive effort increase to 60,484 lb (27, 435 kg). The 35 was later fitted with a tender booster.
After a long career with the LS & I, the railroad sold all three to the Marquette & Huron Mountain tourist railroad that operated on the recently abandoned Big Bay branch line. 34-35 went in July 1963, 32 in December 1963.
34 ultimately wound up on the Western Maryland Scenic Railroad as its 734 and 35 was adopted by the Illinois Railway Museum.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Lake Superior & Ishpeming||Lake Superior & Ishpeming|
|Number in Class||6||3|
|Road Numbers||1-6/12, 7-9||18-20/32, 34-35|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15.50 / 4.72||16 / 4.88|
|Engine Wheelbase (ft / m)||23.50 / 7.16||26 / 7.92|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.62|
|Overall Wheelbase (engine & tender) (ft / m)||52.85 / 16.11||60.96 / 18.58|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||132,800 / 60,237||238,000 / 107,955|
|Engine Weight (lbs / kg)||147,600 / 66,950||268,000 / 121,563|
|Tender Loaded Weight (lbs / kg)||76,200 / 34,564||167,000 / 75,750|
|Total Engine and Tender Weight (lbs / kg)||223,800 / 101,514||435,000 / 197,313|
|Tender Water Capacity (gals / ML)||4000 / 15.15||8500 / 32.20|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||13 / 11.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||55 / 27.50||99 / 49.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422||57 / 1448|
|Boiler Pressure (psi / kPa)||180 / 12.40||185 / 12.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||20" x 28" / 508x711 (1)||26" x 30" / 660x762|
|Low Pressure Cylinders (dia x stroke) (in / mm)||31" x 28" / 787x711 (1)|
|Tractive Effort (lbs / kg)||21,607 / 9800.78||55,948 / 25377.62|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||6.15||4.25|
|Firebox Area (sq ft / m2)||148.60 / 13.81||245.20 / 22.78|
|Grate Area (sq ft / m2)||31.78 / 2.95||58.70 / 5.45|
|Evaporative Heating Surface (sq ft / m2)||2198 / 204.20||3643 / 338.44|
|Superheating Surface (sq ft / m2)||844 / 78.41|
|Combined Heating Surface (sq ft / m2)||2198 / 204.20||4487 / 416.85|
|Evaporative Heating Surface/Cylinder Volume||431.78||197.61|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5720||10,860|
|Same as above plus superheater percentage||5720||12,923|
|Same as above but substitute firebox area for grate area||26,748||53,981|