Locobase originally created this entry in January 2015 as a kind of place holder. It showed one 2-8-0 owned by the White Pass & Yukon in 1900. But he suspected that there was more to the story than he then had. Sure enough, there was and a lot more of it.
According to "Buffalo Bob's" meticulous reconstruction of events, this decade of Consolidations originally came from the undelivered last dozen of the Rio Grande class described in Locobase 1462 or 11797. It's likely the heating surface areas and other data originally nearly matched those shown in the two other entries and that the sketchy data entered in the specs above reflect a later rebuild.
Grant LW was "screwed", says Buffalo Bob, because the D&RG withheld the key facts that the Paterson-NJ builder had completed the order, but the Rio Grande couldn't pay for them once the 1883 Panic caused earnings to plummet.
Alas for Grant, the Little Giant (as the TC&StL was then nicknamed) staggered from the same bond-mania-induced national depression and went into receivership. According to Gene Connelly's Grant roster, ownership of seven of the locomotives was turned over to the 167-mile Dayton & Ironton in 1884. But all ten eventually returned to Grant in April 1887.
The orphans were then scattered hither and yon, sold at deep discount, according to GM Best. Locobase consulted several roster reconstructions by Al Weber, G M Best, Gene Connelly, inter alia (which don't always agree) and records Al Weber's engine-by-engine tabulation as follows:
By TC&StL road number (since there is no complete list of GLW works numbers from an original source):
60-61 1887 June Post, Martin & Co to operate on the Mason & Oceana logging road (Buttersville, Mich) as their #5 and #7.
63 1887 September Oregon Improvement Company to operate onthe Columbia & Puget Sound as their #9. Sold 1898 to White Pass & Yukon as their #3 and renumbered 53 in 1900. Scrapped 1918.
Connelly reports that the 65 and 66 were sold as a pair in 1887 to the Hoosac Tunnel & Wilmington as their 9-10 and named Mountain Mills and Wilmington, respectively. Some time later, both went to Cuba to work on the San Ramon Sugar Plantation.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Toledo, Cincinnati & Saint Louis|
|Number in Class||10|
|Road Numbers||62, 60, 63-66, 57-59, 61|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||10.50 / 3.20|
|Engine Wheelbase (ft / m)||17.04 / 5.19|
|Ratio of driving wheelbase to overall engine wheebase||0.62|
|Overall Wheelbase (engine & tender) (ft / m)||41.33 / 12.60|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)|
|Engine Weight (lbs / kg)|
|Tender Loaded Weight (lbs / kg)|
|Total Engine and Tender Weight (lbs / kg)|
|Tender Water Capacity (gals / ML)||624 / 2.36|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||0.90 / 0.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||36 / 914|
|Boiler Pressure (psi / kPa)||140 / 9.70|
|High Pressure Cylinders (dia x stroke) (in / mm)||15.5" x 20" / 394x508|
|Tractive Effort (lbs / kg)||15,883 / 7204.42|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)|
|Firebox Area (sq ft / m2)|
|Grate Area (sq ft / m2)||18.60 / 1.73|
|Evaporative Heating Surface (sq ft / m2)|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)|
|Evaporative Heating Surface/Cylinder Volume|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2604|
|Same as above plus superheater percentage||2604|
|Same as above but substitute firebox area for grate area|