These Consolidations were typical of their time in being delivered with saturated boilers. And they betrayed no pretensions about offering power at speed -- they were drag-freight through and through. After the addition of a modest amount of superheat, the design was pretty well unchanged throughout the class's long career.
Retirements began in 1920 with 4 locomotives -- 320, 322, 323, 328 -- being sold. 344-45 were sold in 1927 followed by 321 & 326 in 1928 and 329 & 337 in 1929.
At the same time the DM & N were taking delivery of Pittsburgh-built Consolidations (see Locobase 7285), the Iron Range was receiving its own clutch of Baldwin 2-8-0s. Similar in many respects, the two classes had detail differences. When this class was superheated, for example, the longer distance between tube sheets increased the superheater area and hence the amount of heating surface devoted to superheating.
Both classes were quite satisfactory and served the successor DM & IR until diesels replaced all steam.
When the Iron Range returned to Baldwin in 1909 for another set of Consolidations to supplement the Ks they'd bought in 1905-1906 (Locobase 7286), they seem to have specified smaller-diameter tubes. When the railroad superheated those boilers, they installed 2 fewer flues. Because of the smaller boiler, however, the superheater ratio of all heating surfaces remained almost exactly the same.
As with all DM & IR 2-8-0s, many of this class worked to the end of steam on the railroad.
| Specifications | |||
|---|---|---|---|
| Class | C-3 | K | K-1 |
| Locobase ID | 7285 | 7286 | 7287 |
| Railroad | Duluth Missabe & Northern (DM&IR) | Duluth & Iron Range (DM&IR) | Duluth & Iron Range (DM&IR) |
| Whyte | 2-8-0 | 2-8-0 | 2-8-0 |
| Road Numbers | 319-350 | 90-98, 200-208/ 190-198 | 209-224 / 1209-1224 |
| Gauge | Std | Std | Std |
| Builder | Alco-Pittsburgh | Burnham, Williams & Co | Burnham, Williams & Co |
| Year | 1905 | 1905 | 1909 |
| Valve Gear | Stephenson | Baker | Walschaert |
| Locomotive Length and Weight | |||
| Driver Wheelbase | 15.50' | 15.17' | 15.17' |
| Engine Wheelbase | 24' | 25.08' | 25.08' |
| Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.60 | 0.60 |
| Overall Wheelbase (engine & tender) | 58.54' | 55.21' | 55.21' |
| Axle Loading (Maximum Weight per Axle) | |||
| Weight on Drivers | 182300 lbs | 194450 lbs | 194450 lbs |
| Engine Weight | 204800 lbs | 214650 lbs | 214650 lbs |
| Tender Light Weight | 140500 lbs | 137400 lbs | 137400 lbs |
| Total Engine and Tender Weight | 345300 lbs | 352050 lbs | 352050 lbs |
| Tender Water Capacity | 8000 gals | 6450 gals | 6550 gals |
| Tender Fuel Capacity (oil/coal) | 12 tons | 14 tons | 14 tons |
| Minimum weight per yard of rail on which locomotive could run | 75.96 lb rail | 81.02 lb rail | 81.02 lb rail |
| Geometry Relating to Tractive Effort | |||
| Driver Diameter | 56" | 55" | 55" |
| Boiler Pressure | 190 psi | 200 psi | 200 psi |
| Cylinders (dia x stroke) | 23" x 28" | 24" x 28" | 24" x 28" |
| Tractive Effort | 42717 lbs | 49850 lbs | 49850 lbs |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.27 | 3.90 | 3.90 |
| Heating Ability | |||
| Firebox Area | 196 sq. ft | 200 sq. ft | 200 sq. ft |
| Grate Area | 48.20 sq. ft | 49.50 sq. ft | 49.50 sq. ft |
| Evaporative Heating Surface | 2168 | 2313 | 2134 |
| Superheating Surface | 430 | 609 | 570 |
| Combined Heating Surface | 2598 | 2922 | 2704 |
| Evaporative Heating Surface/Cylinder Volume | 161.02 | 157.77 | 145.56 |
| Computations Relating to Power Output (More Information) | |||
| Robert LeMassena's Power Computation | 9158 | 9900 | 9900 |
| Same as above plus superheater percentage | 10673.76 | 11963.35 | 11986.91 |
| Same as above but substitute firebox area for grate area | 43403.66 | 48336.76 | 48431.95 |
| Power L1 | 9243.02 | 10996.92 | 10334.16 |
| Power MT | 447.12 | 498.72 | 468.66 |
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