Data from DT&I 7-1955 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also William C Pletz, "The Railroad That Went No Place (but eventually made it)", Ann Arbor Train & Trolley Watchers, 1979 as hosted on the Michigan Railroads site at [].
Pletz's account goes into detail about the origins of the DT & I and is a worthy read. (The maps help). When the DT & I was formed out of several mostly bankrupt railroads, the it built new shops at Jackson, Michigan and laid 85 lb/yard (42.5 kg/metre) rail. It also went to Brooks for new power and took delivery of this set of 18 Consolidations. NB: Superheater area is estimated based on similar installations for which the area is given.Data from table in January 1917 issue of RME; and DT&I . Works numbers were 55847-55848 in 1916.
A sturdy Consolidation with a relatively big grate for a bituminous coal burner and a sizable superheater fraction as well. The 200s exerted a high tractive effort for a 2-8-0, the steam for which flowed through generously proportioned 14" (356 mm) piston valves. RME's 1917 table showed the 200-201 as rolling on 52" (1,321 mm) drivers; By 1930, the DT&I sacrificed some tractive effort potential for higher average speeds when it replaced those with the 57" wheels shown in the specs. The 200 was scrapped in October 1954.Data from WAB 1 - 1917 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also George H Drury, Guide to North American Steam Locomotives (Waukesha, WI: Kalmbach Publishing, 1915), p 167. Works numbers were 38023-38052 in August 1905
Apparently one of the first purchases by the newly created DT&I was this sizable batch of 30 mid-sized Consolidations. But as the new railroad consisted of of the bankrupt Detroit Southern (itself a composite of the Detroit Lima, and Northern; the Ohio Southern; and the Iron Railway), its resources proved insufficient to pay and they defaulted on payments for the class in April 1909. Four never left the rails, however. The DT&I paid to keep the 103, 106, 108-109, renumbered them 88-91 in 1910, and operated them until discarding them in 1929-1936. Three travelled to the Tennessee Railroad in the 1930s. ex-103 went to the Okmulgee Northern in eastern Oklahoma as their 48. Seventeen of the defaulted engines went to the Wabash as their I2 class bearing road numbers 2150-2166; five to the Chicago, Milwaukee and Gary as road 5-9; and two each to the Duluth, South Shore & Atlantic as class F-2 606-607; and the 61-mile 98 km) New Iberia & Northern 1-2 in Louisiana.. Roster compiler Al Weber suggested the NI&N never actually ran this pair as they were more likely sent north to work in parent territory as St Louis-San Francisco as New Orleans, Texas and Mexico 850-851.
Principal Dimensions by Steve Llanso of Sweat House Media | |||
---|---|---|---|
Class | 100 | 200 | 88 |
Locobase ID | 7864 | 5433 | 6925 |
Railroad | Detroit, Toledo & Ironton (DT&I) | Detroit, Toledo & Ironton (DT&I) | Detroit, Toledo & Ironton |
Country | USA | USA | USA |
Whyte | 2-8-0 | 2-8-0 | 2-8-0 |
Number in Class | 18 | 2 | 30 |
Road Numbers | 100-117 | 200-201 | 88-117/88 (2), 91(2), 92 (2),93 (2), 90 |
Gauge | Std | Std | Std |
Number Built | 18 | 2 | 30 |
Builder | Alco-Brooks | Alco-Brooks | Alco-Brooks |
Year | 1909 | 1916 | 1905 |
Valve Gear | Baker | Baker | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 15.67 / 4.78 | 16 / 4.88 | 16 / 4.88 |
Engine Wheelbase (ft / m) | 24.50 / 7.47 | 26.17 / 7.98 | 24.25 / 7.39 |
Ratio of driving wheelbase to overall engine wheelbase | 0.64 | 0.61 | 0.66 |
Overall Wheelbase (engine & tender) (ft / m) | 63 / 19.20 | 52.25 / 15.93 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 42,000 / 19,051 | ||
Weight on Drivers (lbs / kg) | 204,260 / 92,651 | 226,400 / 102,693 | 154,500 / 70,080 |
Engine Weight (lbs / kg) | 227,560 / 103,220 | 251,400 / 114,033 | 174,500 / 79,152 |
Tender Loaded Weight (lbs / kg) | 177,600 / 80,558 | 110,000 / 49,895 | |
Total Engine and Tender Weight (lbs / kg) | 429,000 / 194,591 | 284,500 / 129,047 | |
Tender Water Capacity (gals / ML) | 8500 / 32.20 | 5000 / 18.94 | |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 15 / 14 | 12 / 11 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 85 / 42.50 | 94 / 47 | 64 / 32 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 57 / 1448 | 57 / 1321 | 58 / 1473 |
Boiler Pressure (psi / kPa) | 200 / 13.80 | 200 / 13.80 | 200 / 13.80 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22" x 30" / 559x762 | 25" x 30" / 635x762 | 19.5" x 28" / 495x711 |
Tractive Effort (lbs / kg) | 43,305 / 19642.84 | 55,921 / 25365.37 | 31,207 / 14155.27 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.72 | 4.05 | 4.95 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 248 - 2" / 51 | 280 - 2" / 51 | 302 - 2" / 51 |
Flues (number - dia) (in / mm) | 34 - 5.375" / 137 | 40 - 5.375" / 137 | |
Flue/Tube length (ft / m) | 14.75 / 4.50 | 15.25 / 4.65 | 14 / 4.27 |
Firebox Area (sq ft / m2) | 192 / 17.84 | 229 / 21.27 | 182.50 / 16.96 |
Grate Area (sq ft / m2) | 49.50 / 4.60 | 61.30 / 5.69 | 44 / 4.09 |
Evaporative Heating Surface (sq ft / m2) | 2800 / 260.22 | 3306 / 307.13 | 2393 / 222.40 |
Superheating Surface (sq ft / m2) | 570 / 52.97 | 814 / 75.62 | |
Combined Heating Surface (sq ft / m2) | 3370 / 313.19 | 4120 / 382.75 | 2393 / 222.40 |
Evaporative Heating Surface/Cylinder Volume | 212.12 | 194.01 | 247.21 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 9900 | 12,260 | 8800 |
Same as above plus superheater percentage | 11,583 | 14,712 | 8800 |
Same as above but substitute firebox area for grate area | 44,928 | 54,960 | 36,500 |
Power L1 | 12,796 | 13,132 | 6602 |
Power MT | 552.44 | 511.50 | 376.83 |