Purchased new for $23,700, this Consolidation reflected recent practice in locomotive construction in the use of the Baker-Pilliod outside radial valve gear actuating inside-admission 10" (254 mm) piston valves, an adequate level of superheating, and three arch tubes contributing 19 sq ft (1.77 sq m) to the firebox's heating surface area. The NN installed a mechanical stoker in 1939.
The 81 operated in mixed-traffic service between Ely and Cobre until 1951. After nine years of retirement, the 81 went to the White Pine Public Museum (later the Nevada Northern Railway Museum) in Ely in 1960.
90-94 came from Pittsburgh (bn 43289-43290, 44603-44604) in 1907, 94 was Brooks (May 1914, 54661) as was 95 (Jun 1916, 56218). The Nevada Northern was established by the Nevada Consolidated Copper Company in 1905 to exploit copper reserves at Ely, Nevada. Its main connection was with the Southern Pacific at Cobre, 130 miles North. These little Consolidateds were a large part of the NNRy's rolling stock.
The mining railroad offered Pullman-car service until 1920 and regular passenger service through 1938. As Kennecott Copper, the line dieselized in 1948.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
This was the lead engine in a ten-engine order by the Buffalo & Susquehanna in 1910 that was annulled by the B&S's financial collapse. By then 171 was complete, but an orphan. It languished in the builder's stock track in Dunkirk, NY. for five years.
Then Brooks found a buyer in Sharp & Fellows, the Los Angeles office of a railroad construction firm founded by Charles H Sharp in 1902 in Kansas City. The LA office opened in 1904 and after several incarnations (Lantry & Sharp in 1904, C H Sharp in 1905, Sharp & Hauser in 1909), Sharp reorganized as Sharp & Fellows Contracting Company in 1912. During all his career, Sharp's biggest client was the Santa Fe Railroad.
Ex-171 was bought three years later in June 1915 and renumbered 31. When C H Sharp died on December 22, 1915 at age 56, his company was credited with having "carried out practically all of the extensive double-track work on our Coast Lines a few years ago."
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Nevada Northern||Nevada Northern||Nevada Northern|
|Number in Class||1||7||1|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.62||0.65|
|Overall Wheelbase (engine & tender)||58.62'||54.24'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||155000 lbs||168000 lbs||172100 lbs|
|Engine Weight||176000 lbs||187000 lbs||192200 lbs|
|Tender Light Weight||145000 lbs||146000 lbs||128200 lbs|
|Total Engine and Tender Weight||321000 lbs||333000 lbs||320400 lbs|
|Tender Water Capacity||7500 gals||7500 gals||6000 gals|
|Tender Fuel Capacity (oil/coal)||12 tons||12 tons||12 tons|
|Minimum weight of rail (calculated)||65 lb/yard||70 lb/yard||72 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||190 psi||190 psi||185 psi|
|Cylinders (dia x stroke)||21" x 26"||21" x 30"||21" x 28"|
|Tractive Effort||36309 lbs||41895 lbs||38073 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.27||4.01||4.52|
|Firebox Area||175 sq. ft||161.50 sq. ft||173 sq. ft|
|Grate Area||46.20 sq. ft||51.70 sq. ft||54.40 sq. ft|
|Evaporative Heating Surface||1889 sq. ft||3084 sq. ft||2676 sq. ft|
|Superheating Surface||423 sq. ft|
|Combined Heating Surface||2312 sq. ft||3084 sq. ft||2676 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||181.24||256.44||238.40|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8778||9823||10064|
|Same as above plus superheater percentage||10358||9823||10064|
|Same as above but substitute firebox area for grate area||39235||30685||32005|