Atlantic Coast Line / Chicago & Western Carolina / Cumberland Construction / Georgia, Florida & Western / Jacksonville & Southwestern / Plant System / Savannah, Florida & Western 4-6-0 "Ten-wheeler" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 119 (Locobase 5304)

Balanced Vauclain compounds fitted with the relatively rare Vanderbilt boiler, which featured a cylindrical firebox. Works number 20000 in January 1902.

This locomotive introduced the Vauclain four-cylinder balanced compounding system, which benefited considerably from Baldwin's experience with the de Glehn compounding system used in France. The de Glehn system featured four cylinders whose HP cylinders drove one axle and the LP drove another.

Vauclain's form of the four-cylinder compound had the two HP cylinders lying between the frames in line with the two outside, LP cylinders, all driving the lead axle. Crank positioning attempted to minimize hammerblow in two ways: The same-size cylinders were set 90 deg from each other, and each LP cylinder crank was 180 deg off from its LP partner.

One valve served both cylinders on a side as it did in the four.-cylinder Vauclain compound system so heavily promoted over the previous 15 years. In the balanced form, however, each cylinder had its own crosshead and crank. Thus, the advantages of compounding were preserved, but the wracking stresses imposed by improper adjustment of the Vauclain system could be avoided.

Another notable feature was the re-adoption of the crank axle inside. American builders had shied away from crank axles because they were prone to breakage. 20th Century metallurgy suggested that that issue had been solved.

Westing's reproduction of Paul Warner's history of Baldwin (1925; printed in Westing, 1966) only notes that production of this, the 20,000th Baldwin locomotive, was celebrated by a big dinner at the Union League. On the web, http://www.railroadextra.com/busa01.html (visited 4 Jan 2003) reproduces a Scientific American article from 7 June 1902, which shows the locomotive as Plant System 119. Connelly's Baldwin list identifies the Plant System component as the S F & W, which operated the engine only for a little while before selling it to the Chicago Short Line as #1. The CSL in turn sold it in 1905 to the Ashland & Western as their #1, but the A & W only operated it for three years before selling it in 1908 to to Southern Iron & Equipment, a locomotive rebuilder/reseller based in Atlanta that renumbered it 686.

Although Locobase isn't sure, it is likely that S I & E removed the corrugated firebox in favor of a more conventional furnace. Four years later, the S I & E sold the 686 to the Atlanta, Birmingham & Atlantic, which renumbered it 1. The AB & A renumbered the engine twice more (99, then 39) before scrapping it in 1920.


Class 200 (Locobase 9944)

Data from "Charleston & Western Carolina Ten-Wheeler", Locomotive Engineering, Vol X, No 10 (October 1897), p. 613.

There's little to say about this small Ten-wheeler, according to the LE reporter, other than: "This engine was built for loads, as is plain from the boiler pressure and size of wheels and cylinders. Ideas of today in locomotive desing are apparent to the observer of the picture, making it unnecessary to particularize ...".

The C & WC was formed in 1896 when the South Carolina legislature forced the Central of Georgia (then in financial straits) to divest itself of the Port Royal & Augusta and the Port Royal and Western Carolina railways. Its rails radiated from Augusta, Georgia to such towns as Anderson, Greenville, and Spartanburg, SC.

In 1897, the C & WC was adopted as a subsidieary to the Atlantic Coast Line, but it was only actually merged in 1959. (See the history at http://railga.com/charlewc.html, last accessed 8 Feb 2009.)


Class 201 / K-8 (Locobase 12400)

Data from Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University Vol 22, p. 245. Works number was 17488 in February 1900.

The other Cumberland Construction locomotive order from Baldwin (Locobase 12399) delivered freight power. This engine was oriented toward mized-traffic service.

After some period of service in Tennessee, the 201 went to the Savannah, Florida & Western and shortly after that to the Alabama Midland as their 529. Through mergers, the engine arrived on the Atlantic Coast Line little more than 2 years after its production. Compared to the ACL's other 4-6-0s, this engine had a smaller boiler, but a relatively large firebox.

1286 was scrapped in February 1935.


Class 231 / K (Locobase 12285)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 21, p. 216. Works numbers were 15949-15954 in May 1898 and 16407-16408 in December.

This order shows just what an amalgamation of railroads made up the Atlantic Coast Line system. Six different lines took delivery under the single order. In order of builder's number, they were:

Road # Railroad ACL

231 Richmond & Petersburg 313

303 Florence Railroad 315

156-157 Wilmington & Weldon 316-317

267 Petersburg Railroad 312

77 Wilmington Columbia & Augusta 314

417-418 Norfolk & Carolina 319, 318

By 1900, however, all of the engines were grouped in Class K on the ACL.

315 went to the Rockingham Railroad as of January 1911. Much later in February 1935, the 312 was sold to the East Carolina.


Class 27 (Locobase 12482)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 242. Works numbers 18726 in March 1901.

This short line supported a sawmill in Milldale (North Jacksonville) and phosphate mining near Newberry FL. After its takeover in 1904 by the Atlantic Coast Line, the road was designated ACL's Ocala division.


Class K (Locobase 3927)

When the Savannah, Florida, & Western Railroad built some high-speed passenger ten-wheelers (K-9 class described in Locobase 2807), they also bought some slightly larger freight engines. Like the K-9s, these locomotives were taken into the Atlantic Coast Line in 1902.

Data from Railroad Gazette (2 November 1900), which describes the builder as the "International Power Company". The Rhode Island Works were shortly to be taken into the Alco combine.


Class K series (Locobase 2122)

Data from the ACL 1913 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

These were the "Copper Head" classes of ACL Ten-Wheelers, so called because of a copper flange that circled the top of the stack. They had a trim, functional look.

They had essentially four basic sets of specifications:

19" x 26" cylinders 64" drivers 23,061 lb TE

19" x 26" cylinders 69" drivers 21,390 lb TE

20" x 26" cylinders 69" drivers 23,701 lb TE

and the set listed in this entry. Weights ranged from 140,000 lb to 160,000 lb over the long life of this class. The last groups had Walschaerts valve gear and piston valves; others were modified with a bolt-on piston valve adapter to the slide valve chest called a "Modern" valve. Many were later superheated.

The class grew as follows:

K Richmond 6 1900 322-327

K 24 1901-1903 328-351

K-4 11 1903 212-222

K-5 12 1907 233-244

K-5 96 1906-1907 910-1005

K-6 10 1905 223-232

K-6 Baldwin 49 1904-1906 351-399

K-6 10 1906 901-909

K-14 10 1910 245-254

K-14 6 1910 1006-1011

K-15 34 1912-1913 1012-1044

These engines served throughout the rest of the steam era, the earlier classes being retired in the 1930s while some of the later engines carried on into the 1950s.


Class K series - superheated (Locobase 7356)

Data from the ACL 1942 and 1950 Locomotive Diagram books supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

This entry relates to K-5, K-6, and K-14 locomotives that were upgraded with superheaters. When the ACL superheated K-series locomotives, some changes were common to all of the upgraded engines, others varied from locomotive to locomotive. All grates retained the 25.52 sq ft of firebrick tubes that contributed to firebox heating surface and all of the boilers lost 11" of tube length.

Given that truncation, it's even more unusual for the ACL to have gained back nearly all of the heating surface in the 27 large-diameter flues carrying superheater elements. As did many railroads, the ACL considered the added heating area supplied by superheaters to be more than equivalent to a similar amount of saturated area. So they calculated "equivalent heating surface" by multiplying the superheater area by 1.5. Thus the K upgrades contained 2,544 sq ft of equivalent heating surface. The superheated engines also gained "modern" steam chests, in which a piston valve was mounted in the slide valve's casing.

Most rebuilds retained the Stephenson link motion; a few mounted Baker radial valve gear and others operated Walschaert valve gear.


Class K-14 - 63"" (Locobase 16027)

Data from the ACL-3 4 1942 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 35, 243. (Thanks to Chris Hohl for his March 2015 email noting the absence of this class.) Works numbers were 35346-35351, 35427-35430 in October 1910.

Similar in most respects to the K-5s that started arriving on the ACL in 1906, this group of locomotives featured two major changes: the adoption of outside radial valve gear instead of the inside Stephenson link and the use of 68" drivers. The class retained their slide valves, however. The firebox heating surface area included 30.1 sq ft (2.8 sq m) of arch tubes.

All of this class was superheated; see Locobase 7356.


Class K-14 - 68"" (Locobase 13678)

Data from the ACL-3 4 1942 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 35, 243. Works numbers were 35346-35351, 35427-35430 in October 1910.

Similar in most respects to the K-5s that started arriving on the ACL in 1906, this group of locomotives featured two major changes: the adoption of outside radial valve gear instead of the inside Stephenson link and the use of 68" drivers. The class retained their slide valves, however. The firebox heating surface area included 30.1 sq ft of arch tubes.

All of this class was superheated; see Locobase 7356.


Class K-15-S (Locobase 7677)

Data from the ACL-3 1946 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 41, p. 252. Works numbers were 38197-38204 in August 1912; 39819-39823, 39859-39860, 39880-39887, 39899 in May 1913; 39939-39947 in June.

Almost the very last of the K series, these engines had the same power dimensions and grate area as earlier locomotives, although the firebox heating surface increased, in part because of a small change in firebrick tube area (to 29 sq ft/2.69 sq m).

But the design was updated as well. They were delivered with 12" (305 mm) piston valves and Walschaert valve gear. The other difference between this class and the superheated Ks of earlier years was the full-length boiler tubes common to the saturated variant, a few more small tubes and three fewer flues. They later received thicker tires,which increased driver diameter to 64" (1,626 mm).

The ACL apparently wrung every mile out of its Ten-wheelers as the first of these (1022) was scrapped in November 1947 and the last two (1021, 1031) in November 1955.


Class K-16-S (Locobase 7678)

Data from the ACL-3 1946 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Vol 68, pp. 169+. Works number was 55247 in January 1922.

An odd singleton. Delivered several years after the last of the K-15-S, this was an enlarged Ten-wheeler. Its cylinder volume had grown and the boiler, grate, and firebox all grew with it (although firebox heating surface still only included 24 sq ft /2.2 sq m of firebrick tubes). Piston valves measure 12" (306 mm) in diameter. 1045's adhesion weight outstripped any previous ACL 4-6-0 by more than 11 tons and the engine now had Ragonnet power reverse gear.

Soldiering on for several more decades, the 1045 was scrapped in June 1952.


Class K-4 (Locobase 7357)

Data from the ACL-4 1942 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

Adiscussion of the entire K series resides on Locobase 2122. The number of subclasses is bewildering. The present entry focuses on this small group that were never superheated.


Class K-5 (Locobase 7676)

Data from the ACL-3 1946 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were:

1906

November 29621-29622

December 29639-29641, 29684-29686, 29700-29705, 29741-29746, 29775-29778, 29832, 29852-29853

1907

February 30042-30045, 30083-30084, 30102-30104, 30130-30133, 30182-30186, 30240, 30309

March 30373

April 30648-30651, 30707-30709, 30720, 30742, 30748-30750

May 30788-30789, 30797-30799, 30844, 30854-30855

June 30984-30987, 31083

July 31286, 31316, 31340, 31353-31354, 31364, 31387, 31405-31407, 31442

August 31452, 31467-31470, 31485-31489, 31527-31534, 31564-31566, 31591, 31609

September 31646

Adiscussion of the entire K series resides on Locobase 2122. This entry focuses on one of the larger and most numerous single sub-classes. It was a true mixed-traffic locomotive, big enough to pull freight trains while able to work the branch line passenger service that didn't require high speeds. Many of the Copper Heads (the nickname for the whole K series because of the decorative brass ring around the top of the stack) were superheated; see Locobase 7677.

Two more -- works numbers 31188-31189 in July 1907 -- were delivered to the Charleston & Western Carolina.


Class K-6 (Locobase 12757)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 27, p. 205. Works numbers were 25148-25149, 25164-25166, 25182 in February 1905: 25221-25222, 25231-25232, 25247, 25268, 25279, 25305 in March.


Class K-6 (Locobase 12758)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 27, p. 205. Works numbers were 24546, 24553-24554, 24559, 24566, 24574-24576, 24590-24591, 24607, 24618, 24634, 24643 August 1904; 24668 in September.

This batch of Ten-wheelers did not precisely fit the mold of the large K series delivered to the ACL over several years. The drivers were smaller than most of the other engines and the cylinder diameter was specified to the half-inch. Most were scrapped in the late 1930s-early 1940s, but a few survived until the early 1950s. 354 began a second career in April 1941 when she was sold to the US Army's Transportation Corps and numbered 7533 (later 6923).


Class K-9 (Locobase 2807)

Data from Railroad Gazette (2 November 1900), which describes the builder as the "International Power Company" and notes that 6 more were delivered as freight engines; see Locobase 3927.

Before the Savannah, Florida, & Western Railroad was taken over by the Atlantic Coast Line, it had achieved separate fame as the operator of some very fast locomotives. Although the claimed 120-mph top speed of this relatively low-drivered Ten-wheeler is highly unlikely, an overall trip speed (115.9 miles in 90 minutes) of 77.3 mph is possible. See RG 22 March 1901 for an account of a 120-mph run.

The class came over to the ACL in 1902; they were retired between 1934 and 1942.


Class K-9 (Locobase 12594)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 24, p.170. Works number was 20040 in February 1902.

Locobase 2807 shows the Rhode Island-built Ten-wheelers that were supplied to the Plant System and later operated for the Atlantic Coast Line. This entry shows the Baldwin produced to the same set of specifications.

Like the Rhodies (or International Power Corporation as these works were temporarily titled), the 275 was never superheated. It was scrapped by the ACL in May 1934.


Class unknown (Locobase 5704)

Shown at the 1893 Chicago Exposition, this locomotive had the Plant System on its tender and 100 on its cab. The American Engineer and Railroad Journal for December 1893 illustrated the engine. This locomotive is typical of the large Tenwheelers favored by the Southern railroads that made up the Plant System, which was taken over by the Atlantic Coast Line in 1902.

Specifications by Steve Llanso of Sweat House Media
Class119200201 / K-8231 / K27
Locobase ID5304 9944 12400 12285 12482
RailroadSavannah, Florida & Western (ACL)Chicago & Western Carolina (ACL)Cumberland Construction (ACL)Atlantic Coast Line (ACL)Jacksonville & Southwestern (ACL)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class19181
Road Numbers200-208201 / 529 / 286 / 1286231+ / 312-31927
GaugeStdStdStdStdStd
Number Built19181
BuilderBurnham, Williams & CoRichmondBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & Co
Year19021896190018981901
Valve GearWalschaertStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14.08'14'13.50'13.50'
Engine Wheelbase28.33'19.25'25'24.25'21.67'
Ratio of driving wheelbase to overall engine wheebase 0.50 0.56 0.56 0.62
Overall Wheelbase (engine & tender)56'19.25'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers127010 lbs112000 lbs102000 lbs80000 lbs
Engine Weight176510 lbs140000 lbs140000 lbs113000 lbs
Tender Light Weight99000 lbs90000 lbs75000 lbs
Total Engine and Tender Weight275510 lbs230000 lbs188000 lbs
Tender Water Capacity5000 gals3500 gals4000 gals4000 gals4000 gals
Tender Fuel Capacity (oil/coal)9.5 tons tons tons tons tons
Minimum weight of rail (calculated)71 lb/yard062 lb/yard57 lb/yard44 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter73"56"64"63"56"
Boiler Pressure200 psi180 psi180 psi160 psi180 psi
High Pressure Cylinders (dia x stroke)15" x 26"18" x 24"20" x 26"19" x 26"18" x 24"
Low Pressure Cylinders (dia x stroke)25" x 26" (2)
Tractive Effort20034 lbs21245 lbs24863 lbs20262 lbs21245 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 6.34 4.50 5.03 3.77
Heating Ability
Firebox Area128 sq. ft163 sq. ft187.50 sq. ft153 sq. ft134.60 sq. ft
Grate Area27.25 sq. ft22.60 sq. ft27.50 sq. ft28 sq. ft17.10 sq. ft
Evaporative Heating Surface2793 sq. ft1619 sq. ft2124 sq. ft2327 sq. ft1471 sq. ft
Superheating Surface
Combined Heating Surface2793 sq. ft1619 sq. ft2124 sq. ft2327 sq. ft1471 sq. ft
Evaporative Heating Surface/Cylinder Volume525.22229.04224.67272.73208.10
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation54504068495044803078
Same as above plus superheater percentage54504068495044803078
Same as above but substitute firebox area for grate area2560029340337502448024228
Power L156555785621860885096
Power MT294.48367.19394.76421.30

Specifications by Steve Llanso of Sweat House Media
ClassKK seriesK series - superheatedK-14 - 63""K-14 - 68""
Locobase ID3927 2122 7356 16027 13678
RailroadPlant System (ACL)Atlantic Coast Line (ACL)Atlantic Coast Line (ACL)Atlantic Coast Line (ACL)Atlantic Coast Line (ACL)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class6267100610
Road Numbers322-351+1006-1011245-254
GaugeStdStdStdStdStd
Number Built6267610
BuilderRhode IslandseveralACLBaldwinBaldwin
Year19001900191019101910
Valve GearStephensonStephensonWalschaertWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase14.50'13.50'13.50'13.50'13.50'
Engine Wheelbase25.17'24.33'24.33'24.33'24.33'
Ratio of driving wheelbase to overall engine wheebase 0.58 0.55 0.55 0.55 0.55
Overall Wheelbase (engine & tender)53.67'51.10'55.83'54.54'54.54'
Axle Loading (Maximum Weight per Axle)36175 lbs45475 lbs40750 lbs40750 lbs
Weight on Drivers111000 lbs100380 lbs133890 lbs120550 lbs120550 lbs
Engine Weight150000 lbs133180 lbs179940 lbs153800 lbs153800 lbs
Tender Light Weight100000 lbs92000 lbs120000 lbs120000 lbs120000 lbs
Total Engine and Tender Weight250000 lbs225180 lbs299940 lbs273800 lbs273800 lbs
Tender Water Capacity5000 gals5000 gals6000 gals6000 gals6000 gals
Tender Fuel Capacity (oil/coal)9.5 tons6 tons15.5 tons12.5 tons12.5 tons
Minimum weight of rail (calculated)62 lb/yard56 lb/yard74 lb/yard67 lb/yard67 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter65"64"69"68"68"
Boiler Pressure200 psi185 psi200 psi185 psi185 psi
Cylinders (dia x stroke)20" x 28"20" x 26"20" x 26"20" x 26"20" x 26"
Tractive Effort29292 lbs25553 lbs25623 lbs24050 lbs24050 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.79 3.93 5.23 5.01 5.01
Heating Ability
Firebox Area184 sq. ft153 sq. ft162 sq. ft151 sq. ft190 sq. ft
Grate Area33 sq. ft28 sq. ft44.10 sq. ft44.10 sq. ft44.10 sq. ft
Evaporative Heating Surface2530 sq. ft2327 sq. ft1906 sq. ft2657 sq. ft2701 sq. ft
Superheating Surface426 sq. ft
Combined Heating Surface2530 sq. ft2327 sq. ft2332 sq. ft2657 sq. ft2701 sq. ft
Evaporative Heating Surface/Cylinder Volume248.50246.14201.61281.05285.70
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation66005180882081598159
Same as above plus superheater percentage660051801040881598159
Same as above but substitute firebox area for grate area3680028305382322793535150
Power L1734264541593575678097
Power MT437.47425.24787.15415.16444.23

Specifications by Steve Llanso of Sweat House Media
ClassK-15-SK-16-SK-4K-5K-6
Locobase ID7677 7678 7357 7676 12757
RailroadAtlantic Coast Line (ACL)Atlantic Coast Line (ACL)Atlantic Coast Line (ACL)Atlantic Coast Line (ACL)Atlantic Coast Line (ACL)
CountryUSAUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-04-6-0
Number in Class3411111014
Road Numbers1012-10441045212-222910-1005, 233-244296-299, 366-375
GaugeStdStdStdStdStd
Number Built3411111014
BuilderBaldwinBaldwinBurnham, Williams & CoBurnham, Williams & CoBurnham, Williams & Co
Year19131922190319061904
Valve GearWalschaertWalschaertStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase13.50'15'13.50'13.50'13.50'
Engine Wheelbase24.33'26.33'24.33'24.33'24.33'
Ratio of driving wheelbase to overall engine wheebase 0.55 0.57 0.55 0.55 0.55
Overall Wheelbase (engine & tender)55.90'60.78'51.31'54.54'
Axle Loading (Maximum Weight per Axle)52170 lbs39850 lbs
Weight on Drivers127800 lbs155140 lbs111000 lbs116750 lbs115000 lbs
Engine Weight173200 lbs207300 lbs147830 lbs153800 lbs155000 lbs
Tender Light Weight120000 lbs160600 lbs92000 lbs120000 lbs
Total Engine and Tender Weight293200 lbs367900 lbs239830 lbs273800 lbs
Tender Water Capacity6000 gals8000 gals5000 gals6000 gals5500 gals
Tender Fuel Capacity (oil/coal)12.5 tons12 tons tons12.5 tons tons
Minimum weight of rail (calculated)71 lb/yard86 lb/yard62 lb/yard65 lb/yard64 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"64"69"64"68"
Boiler Pressure185 psi200 psi185 psi185 psi200 psi
Cylinders (dia x stroke)20" x 26"23" x 26"19" x 26"20" x 26"20" x 26"
Tractive Effort25959 lbs36534 lbs21391 lbs25553 lbs26000 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.92 4.25 5.19 4.57 4.42
Heating Ability
Firebox Area181 sq. ft200 sq. ft158 sq. ft156.30 sq. ft151 sq. ft
Grate Area44.10 sq. ft53.30 sq. ft27.83 sq. ft44.10 sq. ft44.10 sq. ft
Evaporative Heating Surface2038 sq. ft2497 sq. ft2346 sq. ft2680 sq. ft2675 sq. ft
Superheating Surface400 sq. ft597 sq. ft
Combined Heating Surface2438 sq. ft3094 sq. ft2346 sq. ft2680 sq. ft2675 sq. ft
Evaporative Heating Surface/Cylinder Volume215.57199.72274.96283.48282.95
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation815910660514981598820
Same as above plus superheater percentage946412685514981598820
Same as above but substitute firebox area for grate area3884347600292302891630200
Power L11344415135782072258224
Power MT695.75645.23465.95409.29472.98

Specifications by Steve Llanso of Sweat House Media
ClassK-6K-9K-9unknown
Locobase ID12758 2807 12594 5704
RailroadAtlantic Coast Line (ACL)Plant System (ACL)Georgia, Florida & Western (ACL)Plant System (ACL)
CountryUSAUSAUSAUSA
Whyte4-6-04-6-04-6-04-6-0
Number in Class1452
Road Numbers352-365110-114 / 270-275118 / 275 / 211100
GaugeStdStdStdStd
Number Built1451
BuilderBurnham, Williams & CoRhode IslandBurnham, Williams & CoRogers
Year1904190019021893
Valve GearStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase13.50'14.50'14.50'13.50'
Engine Wheelbase24.33'25.17'25.17'24.67'
Ratio of driving wheelbase to overall engine wheebase 0.55 0.58 0.58 0.55
Overall Wheelbase (engine & tender)53.67'52.17'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers115000 lbs108000 lbs106000 lbs98500 lbs
Engine Weight155000 lbs146000 lbs143000 lbs138000 lbs
Tender Light Weight120000 lbs100000 lbs80000 lbs
Total Engine and Tender Weight275000 lbs246000 lbs218000 lbs
Tender Water Capacity5500 gals5000 gals5000 gals3500 gals
Tender Fuel Capacity (oil/coal)9.5 tons9.5 tons7 tons
Minimum weight of rail (calculated)64 lb/yard60 lb/yard59 lb/yard55 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"72"72"72.50"
Boiler Pressure200 psi200 psi200 psi170 psi
Cylinders (dia x stroke)19.5" x 26"19" x 28"19" x 28"19" x 24"
Tractive Effort26678 lbs23866 lbs23866 lbs17268 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.31 4.53 4.44 5.70
Heating Ability
Firebox Area151 sq. ft179.80 sq. ft158.30 sq. ft153 sq. ft
Grate Area44.10 sq. ft33 sq. ft32.22 sq. ft31.38 sq. ft
Evaporative Heating Surface2675 sq. ft2313 sq. ft2279 sq. ft1968 sq. ft
Superheating Surface
Combined Heating Surface2675 sq. ft2313 sq. ft2279 sq. ft1968 sq. ft
Evaporative Heating Surface/Cylinder Volume297.65251.73248.03249.88
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation8820660064445335
Same as above plus superheater percentage8820660064445335
Same as above but substitute firebox area for grate area30200359603166026010
Power L18015839080207128
Power MT460.96513.80500.41478.62

Reference


If you have any railroad data such as diagram books, rail station plans or anything else that you would be willing to share, please contact us.