Ingram Day offered some challenges to the locomotives that worked in its Mississippi forests. Its 1913 order included information on the maximum grade of 5% over 1,200 ft stretch on rails weighing no more than 45 lb/yard (22.5 kg/metre). The Ten-wheeler it bought cost $9,850 and was the heaviest engine to operate on the 16 miles of track just north of Gulfport.
Much later, when the line was owned by Batson and Hatten Lumber Company, field rep O A Alexander sent a letter back to the home office. Dated 14 January 1925, Alexander reported on his visit to the 9 and the issues raised by an imperfectly design Rushton wood-burning stack that was giving "very poor results, engine could not be run on a three-mile hill without blowing up [sic] and it took from three to seven hours to get engine hot when first firing up."
The 9 was already 12 years in service and yet its struggles could trigger a house call from its original builder. Moreover, the problem has a surprising origin: "In order to find the cause of trouble, I raised the netting 3" off the cone. The engine was then taken out on a run and did so well they refused to return engine to have changes completed. My intention was to add another row of netting around the edge of the cone."
Although Alexander doesn't discuss his diagnosis, it seems clear that as arranged, the netting was accumulating cinders to an extent that substantially choked the firebox drafting. His fix cleared the stack's throat.
He closed with a status update: "As engine is at present, she throws some fire: to this I called Mr Hatten's attention; he said he could not spare engine now as she was steaming and he would look after her." The last "he" is underlined by a Baldwin reviewer. 'Nuff said, I guess.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Ingram Day Lumber Company|
|Number in Class||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||13.83 / 4.22|
|Engine Wheelbase (ft / m)||24.06 / 7.33|
|Ratio of driving wheelbase to overall engine wheebase||0.57|
|Overall Wheelbase (engine & tender) (ft / m)||50.77 / 15.47|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||84,000 / 38,102|
|Engine Weight (lbs / kg)||112,000 / 50,802|
|Tender Loaded Weight (lbs / kg)||90,000 / 40,823|
|Total Engine and Tender Weight (lbs / kg)||202,000 / 91,625|
|Tender Water Capacity (gals / ML)||4500 / 17.05|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||47 / 23.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422|
|Boiler Pressure (psi / kPa)||170 / 11.70|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||20,065 / 9101.34|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.19|
|Firebox Area (sq ft / m2)||133 / 12.36|
|Grate Area (sq ft / m2)||16.60 / 1.54|
|Evaporative Heating Surface (sq ft / m2)||1597 / 148.36|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1597 / 148.36|
|Evaporative Heating Surface/Cylinder Volume||225.93|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2822|
|Same as above plus superheater percentage||2822|
|Same as above but substitute firebox area for grate area||22,610|