Data from DeGolyer, Volume 77, pp. 766+. See also DM&IR 1 1951 Locomotive Diagram book supplied in May 2005 by Allen Stanley. (NB: For a detailed view of the component manufacturers that might be called on to supply a locomotive's needs in 1927, see pp. 768 of the specifications.) (Thanks to Michael Stary for his 28 October 2020 email catching the inconsistency between road numbers and total built and to Chris Hohl for his 30 June 2021 email noting the correct value for the tender booster.) Works numbers were 60213 in September 1927, 60263 in November, and 60293-60294 in December.
Making up loaded iron-ore cars called for motive power as big as the enormous articulateds that hauled them to the ports. Baldwin delivered these biggest-in-class, all-adhesion switchers with Franklin tender boosters to add to their already sizable tractive effort.
Apparently the DM&N quickly concluded that the boosters were an unnecessary adjunct. Before the DM&N was rolled into the Duluth, Missabe & Iron Range in 1930, the railroad had removed them.
The S-6 bar frames used a Commonwealth cast steel bed that included a cast steel cylinder saddle as well as front and rear bumpers. (The cylinders themselves were made of cast iron.) The fireman had help from a Standard Steel Company Simplex Type B stoker.
The firebox's heating surface area included its two thermic syphons (80 sq ft/7.4 sq m) and four arch tubes (28 sq ft/2.6 sq m).
Piston valves measured 14" (356 mm) in diameter and the specifications stated that the Baker valve motion was to be arranged for "long travel valves" and be able to be set for a maximum of 65% cut-off.
The "Ore Sorter" quartet served the DM & IR until the end of steam in the mid-1950s.
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | S-6 |
| Locobase ID | 12635 |
| Railroad | Duluth, Missabe & Northern (DM&IR) |
| Country | USA |
| Whyte | 0-10-0 |
| Number in Class | 4 |
| Road Numbers | 90-93 |
| Gauge | Std |
| Number Built | 4 |
| Builder | Baldwin |
| Year | 1927 |
| Valve Gear | Baker |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | 20.83 / 6.35 |
| Engine Wheelbase (ft / m) | 20.83 / 6.35 |
| Ratio of driving wheelbase to overall engine wheelbase | 1 |
| Overall Wheelbase (engine & tender) (ft / m) | 66 / 20.12 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
| Weight on Drivers (lbs / kg) | 352,250 / 159,778 |
| Engine Weight (lbs / kg) | 352,350 / 159,823 |
| Tender Loaded Weight (lbs / kg) | 186,450 / 84,572 |
| Total Engine and Tender Weight (lbs / kg) | 538,800 / 244,395 |
| Tender Water Capacity (gals / ML) | 10,000 / 37.88 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 14 / 13 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 117 / 58.50 |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 57 / 1448 |
| Boiler Pressure (psi / kPa) | 245 / 1690 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 28" x 30" / 711x762 |
| Tractive Effort (lbs / kg) | 85,931 / 38977.69 |
| Booster (lbs) | 14,500 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.10 |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | 214 - 2.25" / 57 |
| Flues (number - dia) (in / mm) | 53 - 5.5" / 140 |
| Flue/Tube length (ft / m) | 19 / 5.79 |
| Firebox Area (sq ft / m2) | 329.50 / 30.61 |
| Grate Area (sq ft / m2) | 80 / 7.43 |
| Evaporative Heating Surface (sq ft / m2) | 4175 / 387.87 |
| Superheating Surface (sq ft / m2) | 1170 / 108.70 |
| Combined Heating Surface (sq ft / m2) | 5345 / 496.57 |
| Evaporative Heating Surface/Cylinder Volume | 195.28 |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | 19,600 |
| Same as above plus superheater percentage | 23,912 |
| Same as above but substitute firebox area for grate area | 98,488 |
| Power L1 | 17,802 |
| Power MT | 557.09 |