This brace of two small Ten-wheelers was ordered by the Minnesota Land & Construction of Duluth for the Duluth, Virginia & Rainy Lake, which was being built that they were building to the north. By 1908, the Canadian Northern bought the DV&RL, renamed it Duluth, Rainy Lake & Winnipeg. The CNor incorporated the Duluth, Winnipeg & Pacific in 1909 to reflect its now bi-national route. In 1911, the two engines were renumbered 910-911 and gained their last set of numbers in 1912.
Baird does not record when the 1351-1352 received their superheaters, but the date was likely to have been later than 1913.
By the 1920s, Virginia, Minn was the 5th largest city in Minnesota and known as "The Queen City of the Iron Range.", according to the Virginia City website at [external link], last accessed 1 January 2014. See also "The History of Virginia, Minnesota (through 1922)" from Walter Van Bruntªs Duluth and St. Louis County, Minnesota Vols. 1 v 3. The American Historical Society. Chicago: 1922. Available at the Duluth Public Library at A Free Archive Celebrating Historic Duluth, Western Lake Superior & Minnesota's Arrowhead, last accessed on 1 January 2014.
Not much has been said about this quartet. They followed six I-6b, I-6c 4-6-0s from Schenectady delivered in 1904-1906 that had 20" x 26" cylinders, 73" diameter drivers, 14-foot (4.27 m) driving wheelbases. When those engines were superheated they had 22 superheater elements in 5 3/8" flues and 141 (I-6b) or 147 (I-6c) 2" tubes.
The I-7as had larger boilers with more tubes and flues that served cylinders with 2" longer strokes.
The first retired in 1943 and the last in 1955.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Duluth, Virginia & Rainy Lake ( CNR)||Central Vermont (CNR)|
|Number in Class||2||4|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12.50 / 3.81||15.50 / 4.72|
|Engine Wheelbase (ft / m)||23.17 / 7.06||27.33 / 8.33|
|Ratio of driving wheelbase to overall engine wheebase||0.54||0.57|
|Overall Wheelbase (engine & tender) (ft / m)||51.42 / 15.67||58.79 / 17.92|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||110,000 / 49,895||141,000 / 63,957|
|Engine Weight (lbs / kg)||143,000 / 64,864||189,000 / 85,729|
|Tender Loaded Weight (lbs / kg)||120,000 / 54,431||139,000 / 63,049|
|Total Engine and Tender Weight (lbs / kg)||263,000 / 119,295||328,000 / 148,778|
|Tender Water Capacity (gals / ML)||7200 / 27.27||7000 / 26.52|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||11 / 10||12 / 10.90|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||61 / 30.50||78 / 39|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||63 / 1600||69 / 1753|
|Boiler Pressure (psi / kPa)||180 / 12.40||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 26" / 483x660||20" x 28" / 508x711|
|Tractive Effort (lbs / kg)||22,795 / 10339.65||27,594 / 12516.44|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.83||5.11|
|Firebox Area (sq ft / m2)||181 / 16.82||184 / 17.10|
|Grate Area (sq ft / m2)||26.40 / 2.45||53.40 / 4.96|
|Evaporative Heating Surface (sq ft / m2)||1401 / 130.16||2053 / 190.80|
|Superheating Surface (sq ft / m2)||420 / 37.55|
|Combined Heating Surface (sq ft / m2)||1401 / 130.16||2473 / 228.35|
|Evaporative Heating Surface/Cylinder Volume||164.20||201.65|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4752||10,680|
|Same as above plus superheater percentage||4752||12,496|
|Same as above but substitute firebox area for grate area||32,580||43,056|