Lake Superior & Ishpeming 2-8-0 "Consolidation" Locomotives of the USA

Class Details by Steve Llanso of Sweat House Media

Class 1 (Locobase 3198)

Data from McShane (1899). Works numbers were 1615-1620 in June-July 1896. (Builder nformation from B Rumary list supplied by Allen Stanley in March 2004.)

LS & I 1, 2, & 4 went to the Marquette & Southeastern in 1905 as their 35,33, & 34, respectively. The other 3 were renumbered twice by the LS & I before being sold for scrap in 1934.

Class 18/SC-1 (Locobase 3295)

Data from table in January 1917 issue of RME and Railway Age, 13 May 1921. See also DeGolyer, Volume 53, pp. 408+. (Thanks to Chris Hohl for his 5 April 2015 email reporting the tender's fuel and water capacities and the retrofit of a tender booster on 35.) Works numbers were 43105-43107 in March 1916.

This class came from Baldwin as a batch. The trio exerted hefty tractive efforts through a large cylinder volume fed by sizable 14" (356 mm) piston valves) from a very large boiler. The firebox heating surface included 29 sq ft (2..69 sq m) in four arch tubes. Its relatively high axle loading reflects a 1909 LS&I program to relay all track with 80 lb/yard (40 kg/metre) rail. Minimum curve radius was a relatively gentle 5 deg and maximum grade was a mild 1.6%.

Boiler pressure later rose to 200 psi with a commensurate tractive effort increase to 60,484 lb (27, 435 kg). The 35 was later fitted with a tender booster.

After a long career with the LS & I, the railroad sold all three to the Marquette & Huron Mountain tourist railroad that operated on the recently abandoned Big Bay branch line. 34-35 went in July 1963, 32 in December 1963.

34 ultimately wound up on the Western Maryland Scenic Railroad as its 734 and 35 was adopted by the Illinois Railway Museum.

Specifications by Steve Llanso of Sweat House Media
Locobase ID3198 3295
RailroadLake Superior & IshpemingLake Superior & Ishpeming
Number in Class63
Road Numbers1-618-20/32, 34-35
Number Built63
Valve GearStephensonBaker
Locomotive Length and Weight
Driver Wheelbase15.50'16'
Engine Wheelbase23.50'26'
Ratio of driving wheelbase to overall engine wheebase 0.66 0.62
Overall Wheelbase (engine & tender)52.85'60.96'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers132800 lbs238000 lbs
Engine Weight147600 lbs268000 lbs
Tender Light Weight76200 lbs167000 lbs
Total Engine and Tender Weight223800 lbs435000 lbs
Tender Water Capacity4000 gals8500 gals
Tender Fuel Capacity (oil/coal)13 tons
Minimum weight of rail (calculated)55 lb/yard99 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter56"57"
Boiler Pressure180 psi185 psi
High Pressure Cylinders (dia x stroke)20" x 28"26" x 30"
Low Pressure Cylinders (dia x stroke)31" x 28" (2)
Tractive Effort43213 lbs55948 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.07 4.25
Heating Ability
Firebox Area148.60 sq. ft245.20 sq. ft
Grate Area31.78 sq. ft58.70 sq. ft
Evaporative Heating Surface2198 sq. ft3643 sq. ft
Superheating Surface844 sq. ft
Combined Heating Surface2198 sq. ft4487 sq. ft
Evaporative Heating Surface/Cylinder Volume215.89197.61
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation572010860
Same as above plus superheater percentage572012923
Same as above but substitute firebox area for grate area2674853981
Power L1202011883
Power MT134.14440.29


If you have any railroad data such as diagram books, rail station plans or anything else that you would be willing to share, please contact us.