As competition grew in the Keeweenaw Peninsula (and stole much of the original traffic) the MRR threw out branches in several directions ,e eventually connecting Houghton with Lake Linden and Calumet.
By the time of the purchase of the Consolidations in this entry, the MRR had converted to the standard gauge and was operated in conjunction with the Duluth, South Shore & Atlantic. In 1901, one State of Michigan rport claimed, "The passenger train service furnished by this company, in connection with the Duluth, South Shore & Atlantic trains, from Keweenaw Bay to Ontonagon is all that could be desired. No fencing on this line and apparently no necessity for any. Switches blocked as required by law: crossing signs and plank in good order."
NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface
Pelahatchie, Miss had a long history even before Lockwood Lumber set up a sawmill in 1907, but lumber operations spurred rapid growth. To support Lockwood's operations, the company built the MRwy between Pelahatchie and River Hill some 25 miles (40.25 km) away.
A note in the Baldwin specs noted that the 16" (406 mm) stack as delivered was too large for this small Consolidation: "Hereafter furnish a straight stack 16" diameter or a taper stack of smaller diameter." The locomotive's springs were inevitably to be "...amply strong to stand rough track."
The 2 didn't remain with the MRwy for long. It was sold to locomotive rebuilder/reseller Southern Iron & Equipment in 1918. SI & E found a buyer in Mississippi Soft Pine of Canton, which later sold the engine to Lutcher Moore Cypress of St James Parish.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Mineral Range||Mississippi Railway|
|Number in Class||10||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12.50 / 3.81|
|Engine Wheelbase (ft / m)||19.33 / 5.89|
|Ratio of driving wheelbase to overall engine wheebase||0.65|
|Overall Wheelbase (engine & tender) (ft / m)||45.37 / 13.83|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||75,000 / 34,019|
|Engine Weight (lbs / kg)||200,000 / 90,719||85,000 / 38,555|
|Tender Loaded Weight (lbs / kg)||70,000 / 31,752|
|Total Engine and Tender Weight (lbs / kg)||155,000 / 70,307|
|Tender Water Capacity (gals / ML)||6000 / 22.73||3500 / 13.26|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||10 / 9.10||6 / 5.50|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||31 / 15.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||55 / 1397||44 / 1118|
|Boiler Pressure (psi / kPa)||200 / 13.80||175 / 12.10|
|High Pressure Cylinders (dia x stroke) (in / mm)||22" x 30" / 559x762||16" x 22" / 406x559|
|Tractive Effort (lbs / kg)||44,880 / 20357.25||19,040 / 8636.41|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.94|
|Firebox Area (sq ft / m2)||223 / 20.72||92 / 8.55|
|Grate Area (sq ft / m2)||36 / 3.35||16.60 / 1.54|
|Evaporative Heating Surface (sq ft / m2)||3123 / 290.24||972 / 90.30|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||3123 / 290.24||972 / 90.30|
|Evaporative Heating Surface/Cylinder Volume||236.61||189.86|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||7200||2905|
|Same as above plus superheater percentage||7200||2905|
|Same as above but substitute firebox area for grate area||44,600||16,100|