This little saddle-tanker served New Braunfels, Tex rail contractor United Gas Improvement Contracting Co first and was sold to the San Antonio Public Service in 1927, presumably at the end of the construction of a new line or lines. In 1942, the SAPS sold the 1 to the Comal Power Company, which operated it briefly, then put it on display.
The Texas Transportation Museum site notes that Comal painted the engine every year. After 40 years, "...this had a 'cocooning' effect and kept the engine very well preserved." It's been revived several times, each time for a short period, but after short runs in 2004 and 2005 exposed a problem in the dry pipe, the 1 has not run again.
Volunteers at the TTT began restoration work on the engine with the goal of either repairing the engine for operation or sealing it properly for display, but, the TTT's website reported: "Just putting it back together is taking much longer than anyone would like. As of early 2014, only about half of the restoration work is done. The sticking point is with the newly installed boiler flue pipes. Just finding the correct tools to flare, bead and seal the tubes, which are very small by modern standards, required a nationwide search. The pipes themselves have a very specific metal composition and had to be ordered from out of state."
This little oil-burning saddle-tanker was sold to United Gas Improvement Constructing Company to serve its New Braunfels generating plant. Its on-board Western Wheeled Scraper Company air dump valve was expressly proportioned to operate 20-ton air dump cars carrying coal.
Soon after its delivery, the 1 was out of job as the power plant switched to oil burning. The locomotive went on display, but wasn't fired again until 1964. Its prospects for actual museum service were repeatedly clouded by expensive difficulties encountered during attempts at restoration and rehabilitation. By 2016, work had proceeded far enough along to offer hope that the 1 would re-enter service.
This were compact switchers that Carnegie used in the steel works that dotted the Western Pennsylvania. The narrow-gauge industrial railway had curves as tight as 40-ft radius, which called for the short wheelbase. Porter started delivering a revised version with 9 1/2" cylinders (241 mm) in 1891.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Comal Power Company||Comal Power Company||Carnegie Phipps & Company|
|Number in Class||1||1||1|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||1||1||1|
|Overall Wheelbase (engine & tender)||6'||4'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||47000 lbs||47000 lbs||27500 lbs|
|Engine Weight||47000 lbs||47000 lbs||27500 lbs|
|Tender Light Weight|
|Total Engine and Tender Weight||47000 lbs||47000 lbs||27500 lbs|
|Tender Water Capacity||700 gals||650 gals||500 gals|
|Tender Fuel Capacity (oil/coal)||120 gals||120 gals||gals|
|Minimum weight of rail (calculated)||39 lb/yard||39 lb/yard||23 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||180 psi||170 psi|
|Cylinders (dia x stroke)||11" x 16"||11" x 16"||10" x 14"|
|Tractive Effort||9874 lbs||9874 lbs||7225 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.76||4.76||3.81|
|Firebox Area||38.60 sq. ft||38.50 sq. ft|
|Grate Area||7.60 sq. ft||7.60 sq. ft||4.50 sq. ft|
|Evaporative Heating Surface||343 sq. ft||343 sq. ft|
|Combined Heating Surface||343 sq. ft||343 sq. ft||0|
|Evaporative Heating Surface/Cylinder Volume||194.90||194.90|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||1368||1368||765|
|Same as above plus superheater percentage||1368||1368||765|
|Same as above but substitute firebox area for grate area||6948||6930||0|