This pair of freight Ten-wheelers comprised part of a twelve-engine order. The first two were sold to the Cincinnati, New Orleans & Texas Pacific (Locobase 7635).
The CC&C originally ordered ten engines, but only two were delivered to the railroad. The was named Yancey, then renamed McDowell. The second was called Mitchell. The rest--12-19--which were not built, were to have borne these names: Yancey, Unicoi, Carters, Washington, Sullivan, Scott, Russell, and Blacksburg.
The Triple C of Camden, SC was the 1885 successor to the Chattaroi Railway. Its ambitious name belied its early history as it operated 173 miles when it went bankrupt in February 1891.
Presumably as part of its receivership, the line sold off both locomotives to the Cincinnati Portsmouth & Virginia as their 16 and 15. When the Norfolk & Western absorbed the CP&V in 1901, the two took class name O-24 and would be renumbered 722,721 then 536, 535. Sold by the N&W in July 1910 to locomotive rebuilder/reseller Southern Iron & Equipment, both found a new home in November 1911 on the Morehead & North Fork.
Gene Connelly's Baldwin production wasn't able to follow 535 (ex-works 11055) any further, but shows that the M&NF sold the 536 back to SI&E in March 1912 to Alger Sullivan Lumber Company of Century, Fla. Here in the western end of Florida's Panhandle, the engine hauled longleaf pine and other timber products for more than four additional decades before its scrapping in April 1957.
Almost four years later, the railroad emerged as the Ohio River & Charleston, being renamed in February 1898 as the South Carolina-Georgia Extension, and almost immediately the Ohio River & Charleston of Kentucky. The Chesapeake and Ohio acquired the OR&C (Ky) in 1900.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Charleston, Cincinnati and Chicago|
|Number in Class||2|
|Builder||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||11.50 / 3.51|
|Engine Wheelbase (ft / m)||22.17 / 6.76|
|Ratio of driving wheelbase to overall engine wheebase||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||47.10 / 14.36|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||86,000 / 39,009|
|Engine Weight (lbs / kg)||112,000 / 50,802|
|Tender Loaded Weight (lbs / kg)||82,400 / 37,376|
|Total Engine and Tender Weight (lbs / kg)||194,400 / 88,178|
|Tender Water Capacity (gals / ML)||4000 / 15.15|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||48 / 24|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422|
|Boiler Pressure (psi / kPa)||160 / 11|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 24" / 483x610|
|Tractive Effort (lbs / kg)||21,041 / 9544.05|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.09|
|Firebox Area (sq ft / m2)||135.92 / 12.63|
|Grate Area (sq ft / m2)||23.72 / 2.20|
|Evaporative Heating Surface (sq ft / m2)||1901 / 176.61|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1901 / 176.61|
|Evaporative Heating Surface/Cylinder Volume||241.37|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3795|
|Same as above plus superheater percentage||3795|
|Same as above but substitute firebox area for grate area||21,747|