This freight Consolidation joined the G&W only two years before it was merged with Seaboard subsidiary Carolina, Atlantic & Western, which rolled into the Seaboard itself by the end of 1915.
Sold to the Lightsey Brothers, the 121 was lettered in 1937 for the Hampton & Branchville. It served the H&B until placed in storage in 1955.
This pair of Consolidations operated on the independent sugar-beet railroad until they were retired in the 1950s. 52 retired in April 1952 and scrapped while 51 lingered to be sold to Boulder Scientific in 1963. According to Wes Barris's Surviving Locomotives website, the 51 wound up operating on the Fillmore & Western Railway in Fillmore, Calif, from which it was bought by Jim Birmingham and moved back to Hudson, Colo.
The majestically named Great Western Railway of Colorado linked Eaton and Longmont (north of Denver) over 42 miles of track that chiefly saw sugar beet traffic. So a sturdy light Consolidation of typical American design would fill the bill just fine. One correspondent writes of seeing GW trains passing through the middle of his farm in Windsor and refers to 60 in particular.
This particular engine later wound up on the Black River & Western Railroad of western New Jersey for excursion operations.
NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.
Like the other locomotives procured for this private Colorado sugar-beet road, the 75 remained in service until the road was closed. In storage for years, the 75 was sold to the National Railroad Historical Society in December 1966. It was then stored at Rocky Mountain Arsenal.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Georgetown & Western||Great Western||Great Western||Great Western|
|Number in Class||1||2||1||1|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Alco-Schenectady||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.67||0.65||0.63||0.64|
|Overall Wheelbase (engine & tender)||50.92'||57.20'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||130000 lbs||119000 lbs||141500 lbs||150000 lbs|
|Engine Weight||143000 lbs||132000 lbs||161000 lbs||165000 lbs|
|Tender Light Weight||100000 lbs||120000 lbs||149600 lbs||140000 lbs|
|Total Engine and Tender Weight||243000 lbs||252000 lbs||310600 lbs||305000 lbs|
|Tender Water Capacity||5000 gals||7000 gals||8000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||tons||12 tons||tons|
|Minimum weight of rail (calculated)||54 lb/yard||50 lb/yard||59 lb/yard||63 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||190 psi||200 psi||200 psi|
|Cylinders (dia x stroke)||20" x 26"||20" x 26"||19" x 26"||20" x 26"|
|Tractive Effort||30600 lbs||32300 lbs||31287 lbs||34000 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.25||3.68||4.52||4.41|
|Firebox Area||138.80 sq. ft||138.80 sq. ft||154 sq. ft||188 sq. ft|
|Grate Area||31.30 sq. ft||31.30 sq. ft||30.10 sq. ft||33.26 sq. ft|
|Evaporative Heating Surface||2114 sq. ft||2115 sq. ft||1674 sq. ft||2415 sq. ft|
|Superheating Surface||414 sq. ft|
|Combined Heating Surface||2114 sq. ft||2115 sq. ft||2088 sq. ft||2415 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||223.61||223.72||196.20||255.45|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5634||5947||6020||6652|
|Same as above plus superheater percentage||5634||5947||7224||6652|
|Same as above but substitute firebox area for grate area||24984||26372||36960||37600|