Purchased new for $23,700, this Consolidation reflected recent practice in locomotive construction in the use of the Baker-Pilliod outside radial valve gear actuating inside-admission 10" (254 mm) piston valves, an adequate level of superheating, and three arch tubes contributing 19 sq ft (1.77 sq m) to the firebox's heating surface area. The NN installed a mechanical stoker in 1939.
The 81 operated in mixed-traffic service between Ely and Cobre until 1951. After nine years of retirement, the 81 went to the White Pine Public Museum (later the Nevada Northern Railway Museum) in Ely in 1960.
90-94 came from Pittsburgh (bn 43289-43290, 44603-44604) in 1907, 94 was Brooks (May 1914, 54661) as was 95 (Jun 1916, 56218). The Nevada Northern was established by the Nevada Consolidated Copper Company in 1905 to exploit copper reserves at Ely, Nevada. Its main connection was with the Southern Pacific at Cobre, 130 miles North. These little Consolidateds were a large part of the NNRy's rolling stock.
The mining railroad offered Pullman-car service until 1920 and regular passenger service through 1938. As Kennecott Copper, the line dieselized in 1948.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
This was the lead engine in a ten-engine order by the Buffalo & Susquehanna in 1910 that was annulled by the B&S's financial collapse. By then 171 was complete, but an orphan. It languished in the builder's stock track in Dunkirk, NY. for five years.
Then Brooks found a buyer in Sharp & Fellows, the Los Angeles office of a railroad construction firm founded by Charles H Sharp in 1902 in Kansas City. The LA office opened in 1904 and after several incarnations (Lantry & Sharp in 1904, C H Sharp in 1905, Sharp & Hauser in 1909), Sharp reorganized as Sharp & Fellows Contracting Company in 1912. During all his career, Sharp's biggest client was the Santa Fe Railroad.
Ex-171 was bought three years later in June 1915 and renumbered 31. When C H Sharp died on December 22, 1915 at age 56, his company was credited with having "carried out practically all of the extensive double-track work on our Coast Lines a few years ago."
She was the last to be built for the Nevada Consolidated Copper Co railway. According to UtahRail's locomotive notes, Vern Pugh said "that the 98 failed out on the road more than any other engine because of its Worthington feed water heater.
Nevertheless, her "paid for" status kept her in service until she was sold for scrap in May 1951.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Nevada Northern||Nevada Northern||Nevada Northern||Nevada Northern|
|Number in Class||1||7||1||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||15 / 4.57||14.33 / 4.37|
|Engine Wheelbase (ft / m)||24.08 / 7.34||22.08 / 6.73|
|Ratio of driving wheelbase to overall engine wheebase||0.62||0.65|
|Overall Wheelbase (engine & tender) (ft / m)||58.62 / 17.87||54.24 / 16.53|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||155,000 / 70,307||168,000 / 76,204||172,100 / 78,063||198,500 / 90,038|
|Engine Weight (lbs / kg)||176,000 / 79,832||187,000 / 84,822||192,200 / 87,181||222,500 / 100,924|
|Tender Loaded Weight (lbs / kg)||145,000 / 65,771||146,000 / 66,225||128,200 / 58,151||139,000 / 63,049|
|Total Engine and Tender Weight (lbs / kg)||321,000 / 145,603||333,000 / 151,047||320,400 / 145,332||361,500 / 163,973|
|Tender Water Capacity (gals / ML)||7500 / 28.41||7500 / 28.41||6000 / 22.73||7000 / 26.52|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||12 / 10.90||12 / 10.90||12 / 10.90||12 / 10.90|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||65 / 32.50||70 / 35||72 / 36||83 / 41.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||51 / 1295||51 / 1295||51 / 1295||51 / 1295|
|Boiler Pressure (psi / kPa)||190 / 13.10||190 / 13.10||185 / 12.80||190 / 13.10|
|High Pressure Cylinders (dia x stroke) (in / mm)||21" x 26" / 533x660||21" x 30" / 533x762||21" x 28" / 533x711||23" x 28" / 584x711|
|Tractive Effort (lbs / kg)||36,309 / 16469.50||41,895 / 19003.27||38,073 / 17269.64||46,905 / 21275.78|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.27||4.01||4.52||4.23|
|Firebox Area (sq ft / m2)||175 / 16.26||161.50 / 15.01||173 / 16.07|
|Grate Area (sq ft / m2)||46.20 / 4.29||51.70 / 4.80||54.40 / 5.05|
|Evaporative Heating Surface (sq ft / m2)||1889 / 175.49||3084 / 286.62||2676 / 248.61|
|Superheating Surface (sq ft / m2)||423 / 39.30|
|Combined Heating Surface (sq ft / m2)||2312 / 214.79||3084 / 286.62||2676 / 248.61|
|Evaporative Heating Surface/Cylinder Volume||181.24||256.44||238.40|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8778||9823||10,064|
|Same as above plus superheater percentage||10,358||9823||10,064|
|Same as above but substitute firebox area for grate area||39,235||30,685||32,005|