When first rebuilt this new "Hudson" had 27 x 30 cylinders, 73.5 drivers, a 270 psi boiler pressure, and a tractive effort of 68,350 pounds. The tractive effort was too great for the weight on the drivers, so this locomotive was very slippery. After extensive tests in 1937, it was decided that the cylinder diameter would be reduced by three inches. After this modification number 2499 was assigned to passenger service.
Perhaps the only freight Hudson built. An unsuccessful rebuild in May 1937 using the Berkshire 7038's boiler (Locobase 48) and placing it on a one-piece cast-steel bed. While the 1947 Locomotive List states that the shops used the 2038's boiler, the data suggest that only the firebox was retained and a new boiler adopting the Type A superheater was built. Moreover, piston valve diameters decreased from 14" to 12" (356 to 305 mm).
According to the Green Diamond article, a freight-drivered 4-6-4 was an attempt to provide "right-sized" power for fast freight trains. The first set of modifications produced a slippery and top-heavy locomotive that was susceptible to derailing. Because the railroad retained the original 27" cylinders, the 1 generated far too much tractive effort for the weight the engine put on much taller drivers. A photograph shows some odd features, including an outside-equalized front truck,
The account says that it fell to John McIntyre, road foreman of engines at Clinton (Ia), to try to solve some of 1's problems. His rebalancing of the equalizing system to reapportion the weight on the drivers seemed to help. Still, as John S Ingles, writing in Drury (1993) observed, the engine was too powerful for its limited adhesion.
Chris Hohl's research suggests that it was in the late 1930s that the Clinton shops fitted new 24 1/2" cylinders to the 1. Its tractive effort dropped to 55,200 lb and its FofA rose to a more manageable 3.8. In 1947, adhesion weight was given as 198,287 lb (89,942 kg).
A review of the 1937 and 1955 diagram books suggests that the IC originally planned to convert the entire class of 2-8-4s, a supposition prompted by the presentation of the Hudson data on 1937 diagrams showing all 50 engines as converted.
After the 1 revealed how slippery three-axle adhesion could be, it seems that the railroad used the new boiler in its 1939 Berkshire rebuild; see Locobase 15624.
The Green Diamond letter described some of the 1's duties after the 1939 modifications: "From Cimic to Clinton, No. 1 was rated at 4,600 tons while the 2500 series 4-8-2's were rated al 6000 tons. No.1 handled coal trains as well as dispatch trains from Clinton to Markham." It never returned to the Springfield Division.
The IC changed the 1's number to 2499 in July 1945.
he IC also renumbered the 1 to 2499. It was retired in 1950.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Illinois Central (IC)|
|Number in Class||1|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.32|
|Overall Wheelbase (engine & tender)||82.29'|
|Axle Loading (Maximum Weight per Axle)||70000 lbs|
|Weight on Drivers||209918 lbs|
|Engine Weight||398126 lbs|
|Tender Light Weight||286000 lbs|
|Total Engine and Tender Weight||684126 lbs|
|Tender Water Capacity||15000 gals|
|Tender Fuel Capacity (oil/coal)||20 tons|
|Minimum weight of rail (calculated)||117 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||265 psi|
|Cylinders (dia x stroke)||24.5" x 30"|
|Tractive Effort||55186 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.80|
|Firebox Area||414 sq. ft|
|Grate Area||100 sq. ft|
|Evaporative Heating Surface||4773 sq. ft|
|Superheating Surface||1355 sq. ft|
|Combined Heating Surface||6128 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||291.58|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||26500|
|Same as above plus superheater percentage||32330|
|Same as above but substitute firebox area for grate area||133846|