The T & G was brand new when this order was placed, having arisen from a consolidation of the Tonopah Railroad and the Goldfield Railroad on 1 Noavember 1905.
This was the bigger of the two Consolidation designs that served this Nevada desert railroad and considered suitable for both passenger and freight service. They were each rated at 360 tons up a 3% grade. They used cylindrical Vanderbilt tenders. (Later that year, the T & G would order 4 chair, 1 smoking, and 1 baggage car from the Pullman Company.)
Apparently this trio was just not right (too big, perhaps, with drivers too tall for the low-speed slogging required) beause in 1914, all of them were sold to the Red River Lumber Company in California. 100 was scrapped by Red River in 1937, and 101-102 were sold to the Fruit Growers Supply Company, where they worked until scrapped in 1956.
See the Bullfrog Syndicate entry (Locobase 11971) for earlier, identical locomotives that eventually wound up on this road. Baldwin sold 2-8-0s of almost identical dimensions to the Denver & Rio Grande in 1900 (Locobase 1460) and to the Louisiana & North Arkansas in 1907 (Locobase 11409). There may have been others as this could easily have come from a catalogue.
Of the 8 Consolidations that were ordered by the T & G in 1907, only the first 2 were delivered to that road. Locobase suspects that the sharp economic downturn provoked by the Panic of 1907 hit the T & G hard enough that it had to reduce its outlays.
Both of the original T & Gs operated until the railroad reached the end of its operating life in 1948, at which time they were scrapped.
The next two -- works 31750 and 31791 also in September -- were destined for nearby Tonopah & Tidewater and arrived there as 7 and 8. When the T & T was abandoned in July 1942, these two were idled, then sold in 1944. 7 went to the T & G as 53 and was scrapped like 56-57 at that road's closing. 8 was purchased by Kaiser Steel in Fontana, Calif and rebuilt as an 0-8-0 switcher.
The last 4 were diverted to L J Smith Construction Company as their road numbers 650-653 (works numbers were 31975-31976, 32101-32102 in October 1907). 650 was sold to Minnesota Transfer as their 21 and, later, 15.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Tonopah & Goldfield||Tonopah & Goldfield|
|Number in Class||3||2|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.68||0.63|
|Overall Wheelbase (engine & tender)||58.92'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||185900 lbs||165000 lbs|
|Engine Weight||207450 lbs||183800 lbs|
|Tender Light Weight||132550 lbs||140000 lbs|
|Total Engine and Tender Weight||340000 lbs||323800 lbs|
|Tender Water Capacity||7000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||13 tons||13 tons|
|Minimum weight of rail (calculated)||77 lb/yard||69 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||180 psi|
|Cylinders (dia x stroke)||24" x 28"||22" x 28"|
|Tractive Effort||39168 lbs||37699 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.75||4.38|
|Firebox Area||181 sq. ft||195.40 sq. ft|
|Grate Area||49.50 sq. ft||34.97 sq. ft|
|Evaporative Heating Surface||3388 sq. ft||2792 sq. ft|
|Combined Heating Surface||3388 sq. ft||2792 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||231.09||226.64|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8910||6295|
|Same as above plus superheater percentage||8910||6295|
|Same as above but substitute firebox area for grate area||32580||35172|