Although possessing the same dimensions, weights, and heating surface areas as several Baldwin logging Prairies, this engine served a quarrying business headquartered in Rion, South Carolina. Winnsboro Blue Granite was known as "the silk of the trade" and came from the Rion and Anderson quarries.
Rion's railway connected its quarry with Rockton junction, 4 1/2 miles (7.3 km) away, where the Southern's Columbia, Spartanburg & Asheville division would be met. It carried the gray granite used mostly as a building stone. The Anderson quarry was 6 miles (9.7 km) further west on the same line. Its blue-gray granite became monuments exclusively. Along the way, the 5 would encounter 6 1/2% grades. A "Hereafter" note in the specs dated 6 February 1926 read: "Please note: Engineer Sidney Taylor applied drafting netting No. 393 in smoke box and enlarged the exhaust nozzle so the engine would steam and not accumulate cinders in the smoke box."
WGC's 1922 advertisement in the December issue of American Stone Trade--Vol 22, No 12 (p. 22)--makes six claims of superiority over other gray granites and by inference tells Locobase readers how to appraise the stone:
"First -- You can get big sizes without limit.
Second--The patterns will be better.
Third--Freight rates will be proportionately low.
Fourth--It is the fastest working both for plane surfaces and carving or lettering.
Fifth--Contrast both in Hammered and Polish cannot be approached by any other Granite.
Sixth--It is fine grained--Bluer Tint--A beautiful Granite."
WGC advises that their lower prices are attributable to the ease with which the stone can be quarried.
Although the locomotive worked on the Rion to Rockton spur, Connelly lists it as having been sold to locomotive rebuilder/reseller Southern Iron & Equipment, from which the Rockton & Rion bought it.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Winnsboro Granite Corp|
|Number in Class||1|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||9 / 2.74|
|Engine Wheelbase (ft / m)||24.50 / 7.47|
|Ratio of driving wheelbase to overall engine wheebase||0.37|
|Overall Wheelbase (engine & tender) (ft / m)||54.15 / 14.76|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||81,000 / 36,287|
|Engine Weight (lbs / kg)||101,000 / 45,813|
|Tender Loaded Weight (lbs / kg)||85,000 / 40,370|
|Total Engine and Tender Weight (lbs / kg)||186,000 / 86,183|
|Tender Water Capacity (gals / ML)||4000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||6 / 6.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||45 / 22.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||46 / 1168|
|Boiler Pressure (psi / kPa)||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||16" x 24" / 406x610|
|Tractive Effort (lbs / kg)||20,435 / 9269.17|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.96|
|Firebox Area (sq ft / m2)||83 / 7.71|
|Grate Area (sq ft / m2)||16.30 / 1.51|
|Evaporative Heating Surface (sq ft / m2)||1527 / 142.05|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1527 / 142.05|
|Evaporative Heating Surface/Cylinder Volume||273.41|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2934|
|Same as above plus superheater percentage||2934|
|Same as above but substitute firebox area for grate area||14,940|