Florida East Coast 4-6-2 "Pacific" Locomotives in the USA


Class Details by Steve Llanso of Sweat House Media

Class 141 (Locobase 6665)

Data from FEC 1926 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for spotting a mistake in the works numbers, tweaking the class's road numbers, and supplying the valve gear ID.) Richmond works numbers were 61762-61771 in May 1920. Schenectady closed the class in May 1922 with 63260-63266.

Following up on the first 38 superheated Pacifics of similar design (Locobase 3138), these batches differed only in minor details, their later construction date. and the assignment of the first ten engines to Alco's Richmond Works. Although most were delivered as coal burners and trailing tenders carrying 10 tons of coal, they were all converted to oil burning as shown in the specs.

This profusion of Pacifics shows the line had a bustling passenger service into the late 1920s.

In the mid-1930s, the FEC began selling off this relatively young class to a variety of southeastern US railroads. The Atlanta & St Andrews Bay bought five: 142-143, 146 in 1934, 145 and 154 in- 1935. 141 went to the Savannah & Atlanta in 1935.

The Georgia & Florida received the 144, 149, 151, 150 and 156, which took road numbers 508-512. 150 and 155 went to the Apalachicola Northern as 510 and 515, and the Columbia, Newberry & Laurens took the 157 in December 1941.

Three others wound up in industrial service. United States Sugar Company bought the 153 in 1940 and the 148 in 1952. The last to leave the FEC was 147, going to the Bailes Sey Contractors.


Class 65 (Locobase 5716)

Data from FEC 1926 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Walschaert Valve Gear for Pacific Type Locomotive", American Engineer and Railroad Journal, Volume 82, No 3 (March 1908), pp. 88-90.

The first in a long line of FEC Pacifics over a 15-year period. The AERJ noted that using the Walschaerts valve motion on the Pacific wheel arrangement offered difficulties because the front driving axle was so close to the cylinder. The article described Schenectady's solution was "one of the simplest and the , illustrating its account with precise drawings and explaining in considerable detail.

These batches - delivered between 1907 and 1910 - were followed by several dozen more. Other than an increase in cylinder diameter to 22" and the introduction of superheating, all of the locomotives were very similar in size and weight. (See Locobase 11033 for the superheated version of this class and Locobase 3138 for the 22" version.)


Class 65 - superheated (Locobase 11033)

Data from FEC 1926 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

As noted in 5716, this class originally was delivered with saturated-steam boilers. When the FEC superheated them, they retained the essentials of the original design, including the 11" (279 mm) piston valves, wapped tubes for flues, but reduced cylinder diameter by 2" (50.8 mm). Five engines (65, 80, 83, 90, 96) received 22" cylinders; their specs closely resembled those of the later class shown in Locobase 3138.

Most were scrapped in 1929-1930, although numbers 69 and 88 went to the Georgia Northern in 1930 as their 106 and 108, 80 traveled to the Savannah & Atlanta in 1935 as their engine #750, and the 96 ended up as Georgia & Florida 500 in 1941.


Class 98 (Locobase 3138)

Data from FEC 1926 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 50143-50147 in July 1911, 53892-53904 in August 1913, 53905-53915 in January 1914; 57541-57550 in September 1917.

Relatively lightweight Pacific class that introduced superheaters to a design that would serve as the standard to acquire from 1907-1922. Fitted with 11" (279 mm) piston valves, they brought only modest power to a relatively easy profile. One of these oil burners operated out on Henry Flagler's Florida Keys viaduct and just made it off the exposed line before the 1938 Hurricane swept the entire line away.

Most of these engines were sold to other railroads in the late 30s-early 40s.

Drury's full list of FEC transfers (Drury, 1993, pp. 185-186) can be summarized as follows:

FEC road numbers Dates of transfer Acquiring road numbers

101, 103, 105, 108, 110-112,

115, 117-123, 125 1930 Atlanta, Birmingham & Coast

71-86

109 1930 Louisiana & Arkansas 309

127-129, 132-135 1934-1937 Georgia & Florida 501-507

130 1934-1937 Georgia Northern

130

131 1934 Atlanta & St Andrews Bay

136 1936, 1935 Savannah & Atlanta 752

Twelve of the AB &C engines later were renumbered by the Atlantic Coast Line, three of the AB&Cs (76, 78, and 85) went to the Appalachicola Northern as 301, 300, and 302, respectively, both of the AN's acquistions wound up as Kansas City, Mexico & Orient engines 152-153, and one of the A & St AB locomotives was sold to the CN&L as their 154.

Principal Dimensions by Steve Llanso of Sweat House Media
Class1416565 - superheated98
Locobase ID6665 5716 11,033 3138
RailroadFlorida East CoastFlorida East CoastFlorida East CoastFlorida East Coast
CountryUSAUSAUSAUSA
Whyte4-6-24-6-24-6-24-6-2
Number in Class17313139
Road Numbers141-15765-74, 77-9766-74, 77-79, 81-82, 86-9798-136
GaugeStdStdStdStd
Number Built17313139
BuilderAlco - multiple worksAlco-SchenectadyFECAlco-Schenectady
Year1920190719261911
Valve GearWalschaertWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase (ft / m)12.33 / 3.7612.33 / 3.7612.33 / 3.7612.33 / 3.76
Engine Wheelbase (ft / m)32.58 / 9.9332.58 / 9.9332.58 / 9.9332.59 / 9.93
Ratio of driving wheelbase to overall engine wheebase 0.38 0.38 0.38 0.38
Overall Wheelbase (engine & tender) (ft / m)60.17 / 18.3460.17 / 18.3460.17 / 18.3463.54 / 19.37
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)126,500 / 57,380125,000 / 56,699125,000 / 56,699126,500 / 57,380
Engine Weight (lbs / kg)204,000 / 92,533198,500 / 90,038198,500 / 90,038204,000 / 92,533
Tender Loaded Weight (lbs / kg)162,000 / 73,482141,000 / 63,957141,000 / 63,957162,000 / 73,482
Total Engine and Tender Weight (lbs / kg)366,000 / 166,015339,500 / 153,995339,500 / 153,995366,000 / 166,015
Tender Water Capacity (gals / ML)7300 / 27.656000 / 22.736000 / 22.737300 / 27.65
Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)3500 / 13.3010 / 9.103500 / 13.303500 / 13.30
Minimum weight of rail (calculated) (lb/yd / kg/m)70 / 3569 / 34.5069 / 34.5070 / 35
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)68 / 172768 / 172768 / 172768 / 1727
Boiler Pressure (psi / kPa)180 / 12.40200 / 13.80200 / 13.80180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)22" x 26" / 559x66020" x 26" / 508x66020" x 26" / 508x66022" x 26" / 559x660
Tractive Effort (lbs / kg)28,314 / 12843.0326,000 / 11793.4226,000 / 11793.4228,314 / 12843.03
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.47 4.81 4.81 4.47
Heating Ability
Firebox Area (sq ft / m2)160 / 14.86160.40 / 14.90165 / 15.33160 / 14.87
Grate Area (sq ft / m2)47.10 / 4.3846.80 / 4.3547.10 / 4.3847.10 / 4.38
Evaporative Heating Surface (sq ft / m2)2111 / 196.122571 / 238.852112 / 196.282111 / 196.19
Superheating Surface (sq ft / m2)440 / 40.88442 / 41.08440 / 40.89
Combined Heating Surface (sq ft / m2)2551 / 2372571 / 238.852554 / 237.362551 / 237.08
Evaporative Heating Surface/Cylinder Volume184.54271.95223.40184.54
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation8478936094208478
Same as above plus superheater percentage9919936011,0219919
Same as above but substitute firebox area for grate area33,69632,08038,61033,696
Power L112,253808716,57912,253
Power MT640.63427.89877.21640.63

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