![]() ![]() In 1918 the USRA allocated 20 light Mikados to Wabash, which classed them K-2. There was a six-year gap until the next group of Mikados arrived, and toward the end of that period Brooks delivered 25 2-10-2’s weighing 395,000 pounds and rolling on 64″ drivers, apparently Wabash’s standard for freight locomotives. They had 64″ drivers, 25 1/2″ x 30″ cylinders, and a weight of 266,840 pounds. The K-1’s were built in 1912 by Richmond, Baldwin, and Pittsburgh. Wabash made up for its paucity of 2-8-0’s with its 2-8-2’s. The 17 I-2’s were built in 1905 by Brooks for Detroit, Toledo & Ironton and the 30 I-3’s were 1930 Baldwin products built for the Wheeling & Lake Erie. Between 19 Wabash rebuilt 23 Prairies to J-2-class Pacifics.īoth groups of 20th century 2-8-0’s were secondhand, purchased in 19. ![]() Like the Moguls they had 64″ drivers engine weight was 228,200 pounds. In common with several other Midwestern roads the Wabash had large numbers of 2-6-2’s, all in a single class-the 90 G-1’s. Four 1899 Moguls remained in service until 1955 because their 124,000 pound weight was the maximum that could be carried by the Illinois River bridge on the branch to Keokuk, Iowa. The F-5 and F-6 classes were compounds eventually rebuilt simple engines the F-4’s and F-7’s were built as simple engines. Wabash bought four groups of 2-6-0’s between 18. Dieselization proceeded quickly and was complete by the end of 1953, except for the branch to Keokuk, Iowa, which continued to use ancient Moguls until 1955 because of bridge restrictions. Wabash purchased diesel switchers before and during World War II, and began to buy road diesels in quantity in 1949. Louis-Boston service in competition with the New York Central (West Shore was a secondary part of the NYC System). Louis connections for Union Pacific at Kansas City, it teamed up with Pennsy to offer Detroit-Chicago service, and in the early years of the 20th century it allied itself with West Shore and Boston & Maine to offer St. On the passenger side Wabash was a regional carrier with little in the way of through trains or cars to points on other railroads. ![]() The road developed into a fast freight carrier. Within a few years the automobile industry in Detroit began to burgeon and Wabash found itself well situated with a fast route to the West that bypassed both Chicago and St. In 1928 Pennsylvania Railroad interests acquired control of the Wabash. Financial difficulty overtook the road in 1911 and it lost the WPT it reorganized in 1915. In 1902 Wabash opened a line that served Fort Wayne, Ind., and in 1904 it reached Pittsburgh, Pa., over the rails of the Wheeling & Lake Erie and the Wabash Pittsburg Terminal. It had just received trackage rights on the rails of the Grand Trunk from Detroit across southern Ontario to Buffalo. Louis, Kansas City, Omaha, and Des Moines, and formed major hubs at Decatur, Ill., and Moberly, Mo. Its lines linked Detroit, Toledo, Chicago, St. The Wabash of 1900 was part of the empire that George Gould inherited from his father Jay. ![]()
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