The Gilmore & Pittsburgh bought two "Mikado" type locomotives from the Baldwin Locomotive Works in 1908.
|Qty.||Road Numbers||Year Built||Builder||Notes|
|2||10 & 11||1908||Baldwin||1|
Locobase 13046 describes a very similar logging Mikado pair built for the McCloud River in 1907. The current pair had a larger grate and firebox and a longer engine wheelbase, but were otherwise essentially identical.
Baldwin had originally sold the pair in this entry to the Missouri River & Northwestern. As the day approached to deliver the engines, however, the MR & N entered foreclosure and the pair was sold to the Rapid City, Black Hills & Western of Armistead, Idaho. But the specs show that the engines were relettered for the Montana-based G & P, indicating RCBH & W's inability to accept them.
Meanwhile, W A McCutcheon secured the backing he needed to build a line that would linking the Oregon Short Line junction at Armistead, Mont over the Bannock Pass to Gilmore, Idaho then on to Salmon, which lay 100 miles to the west and south. The 10 and 11 constituted all of the motive power available.
Within a few years, the G & P (aka the "Get off and Push") had demonstrated its inability to generate a profit and its financial angel, the Northern Pacific, wrote it off. It carried on pulling lead and silver ore trains from Leadore, but an explosion in 1927, the exhaustion of the mines in 1929, the same year as the beginning of the Great Depression sealed its fate.
The Reference Series article said that frequent derailments ultimately led to the line's abandonment: "On the last day [April 30, 1939], with his locomotive derailed three times, the engineer decided to quit. So the Gilmore & Pittsburgh shut down."
Abandoned in 1940 with the rest of the railroad, the two Mikados were broken up for scrap in 1946.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Gilmore & Pittsburgh|
|Number in Class||2|
|Builder||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.08 / 3.99|
|Engine Wheelbase (ft / m)||28 / 8.53|
|Ratio of driving wheelbase to overall engine wheebase||0.47|
|Overall Wheelbase (engine & tender) (ft / m)|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||132,900 / 60,282|
|Engine Weight (lbs / kg)||179,000 / 81,193|
|Tender Loaded Weight (lbs / kg)||80,000 / 36,287|
|Total Engine and Tender Weight (lbs / kg)||259,000 / 117,480|
|Tender Water Capacity (gals / ML)||8000 / 30.30|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||8 / 7.30|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||55 / 27.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||48 / 1219|
|Boiler Pressure (psi / kPa)||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||20" x 28" / 508x711|
|Tractive Effort (lbs / kg)||35,700 / 16193.27|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.72|
|Firebox Area (sq ft / m2)||178 / 16.54|
|Grate Area (sq ft / m2)||54 / 5.02|
|Evaporative Heating Surface (sq ft / m2)||3186 / 295.99|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||3186 / 295.99|
|Evaporative Heating Surface/Cylinder Volume||312.93|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||9720|
|Same as above plus superheater percentage||9720|
|Same as above but substitute firebox area for grate area||32,040|