According to Connelly's Baldwin list, this pair was produced by Baldwin in consecutive Octobers, works #7709 in 1885 as Kichigami, #8199 in 1886 as Manitou.
Wootten boilers and fireboxes didn't appear on many non-anthracite-burning locomotives, but this pair of Consolidations bought by the Calumet & Hecla Consolidated Mining Company must have seemed a good idea at first. The railway was laid at slightly less than standard gauge and had the big Wootten firebox for burning buckwheat or pea anthracite coal. To compensate for the short boiler tubes that such a design carried, the builder provided a combustion chamber that added to the direct heating surface area. The grate also had water tubes. The whistle was required to have "heavy, deep tones."
But the specification sheet for the 1885 order contains the following note: "for criticism of this engine see letter of Mr L S Woodbury July 12/86", while the 1886 order for Manitou includes "For Performance of Engine see letter L S Woodbury Nov. 24-1886". Locobase hasn't determined what the exact description of the design's deficiencies might have been.
One home-grown feature was locomotive superintendent W A Child's "...peculiar device under the firebox and back of the wheels, that is employed to guide the engine when backing up, by rigidly fastening a connection to the tank trucks, making them act as guiding trucks; this can be thrown into or out of service by use of a lever."
The website roster notes that both Kitchigami and Manitou were later rebuilt with conventional rear cabs and Belpaire fireboxes. This may have occurred when the railroad was converted to standard gauge in 1907. They served the H & LT for almost 60 years each before retiring in 1944 and 1945, respectively.
The Voyageur was rebuilt to standard gauge dimensions in 1906 and acquired by the Hecla & Torch Lake as their #5.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Hecla & Torch Lake||Hecla & Torch Lake||Hecla & Torch Lake|
|Number in Class||1||2||1|
|Builder||Burnham, Williams & Co||Burnham, Parry, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.64||0.63||0.64|
|Overall Wheelbase (engine & tender)||48.21'||44.50'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||124000 lbs||103000 lbs||128000 lbs|
|Engine Weight||136000 lbs||118000 lbs||144000 lbs|
|Tender Light Weight||70000 lbs|
|Total Engine and Tender Weight||206000 lbs|
|Tender Water Capacity||3500 gals||2400 gals||3000 gals|
|Tender Fuel Capacity (oil/coal)|
|Minimum weight of rail (calculated)||52 lb/yard||43 lb/yard||53 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||130 psi||200 psi|
|High Pressure Cylinders (dia x stroke)||19" x 26"||20" x 26"||15" x 26"|
|Low Pressure Cylinders (dia x stroke)||25" x 26" (2)|
|Tractive Effort||28158 lbs||22984 lbs||28676 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.40||4.48||4.46|
|Firebox Area||104.50 sq. ft||206.86 sq. ft||170.20 sq. ft|
|Grate Area||28 sq. ft||76 sq. ft||25.87 sq. ft|
|Evaporative Heating Surface||1761 sq. ft||1332 sq. ft||2047 sq. ft|
|Combined Heating Surface||1761 sq. ft||1332 sq. ft||2047 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||206.40||140.89||384.93|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5040||9880||5174|
|Same as above plus superheater percentage||5040||9880||5174|
|Same as above but substitute firebox area for grate area||18810||26892||34040|