Possibly because the A & R had reoriented itself to serving the Fayetteville area, the next Ten-wheeler it ordered from Baldwin was a bit bigger than the #7, which had been delivered in 1910 (Locobase 13356). Even so, it was only a modestly scaled standard-gauge 4-6-0.
After almost 25 years, North Carolina's A & R sold the 10 in 1937 to the Birmingham Rail & Locomotive Company. The BR & L then sold the engine to Moore Central Railway.
Operating under the aegis of the United States Railroad Administration from 1917 to 1920 led the A&R nearly to bankruptcy as it failed to merit funding for many improvements even as the high traffic volume strained its infrastructure.
One small bright spot must have been this superheated Ten-wheeler. Although its power dimensions remained almost identical (except for a small increase in boiler pressure), the new engine compared favorably with its older Baldwin brother (Locobase 11722) in its use of a superheater and the concomitant adoption of Walschaert radial valve gear actuating 9 1/2" (241 mm) diameter piston valves.
The 11/25 would operate on the A&R until 1930, when it was sold to locomotive rebuilder/reseller Southern Iron & Equipment. SI & E found a buyer in the Alabama Central as their 34. The AC scrapped the engine in 1941 because it didn't serve the road's coal-centered business focus and it abandoned the Manchester-Sunlight segment. (See the account of the Alabama Central at http://www.alabamacentralrailroad.com/index.html, last accessed 20 December 2011.)
John Blue's railroad was organized in 1892 as the A & R to exploit the pine forests in Moore County for their turpentine potential. The first locomotives on the line had to be sized to travel on the 40-lb/yard (20-kg/metre) rail being laid The history observes that Blue's ambition continued to expand: "Raeford in 1898 (later the county seat of Hoke County after it divided from Cumberland County), Dundarrach in 1901, the community called Rockfish in 1902, Fenix in 1904 and Hope Mills in 1905."
According to the website, the logging business played out in 1912. Blue foreswore the precipitous decline in business that usually followed such a downturn by reoriented the railroad to serve the busy junction town of Fayetteville. (See the site's excellent account of the middle-of-the-night emplacement of a railroad diamond that allegedly frustrated the Atlantic Coast Line's attempt to freeze the shortline out of the city.)
The 5 sported the wide-mouth spark-arresting stack used on locomotives operating in the woods. Good thing, for at the time the 5 entered service, the A & R's chief business was extracting pine logs for conversion to turpentine.
Twenty years after it entered service with the A & R, the 5 went to the Moore Central Railway.
The 7 was small for a Ten-wheeler at the time it was built, and its service on the A & R may have been abbreviated for that reason. It was sold within 15 years of its arrival on the A & R to locomotive rebuilder/reseller Georgia Car & Locomotive in February 1924. GC & L then sold it to the Live Oak, Perry & Gulf as their 103. The LOP & G operated it for another 10 years before its retirement.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Aberdeen & Rockfish||Aberdeen & Rockfish||Aberdeen & Rockfish||Aberdeen & Rockfish||Aberdeen & Rockfish|
|Number in Class||1||1||1||1||1|
|Road Numbers||10 / 20||11 / 25||4||5||7|
|Builder||Baldwin||Baldwin||Burnham, Williams & Co||Baldwin||Baldwin|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.52||0.53||0.54||0.55||0.51|
|Overall Wheelbase (engine & tender)||48.21'||51.17'||52.48'||45.95'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||82000 lbs||94000 lbs||53000 lbs||66550 lbs||72000 lbs|
|Engine Weight||108000 lbs||126500 lbs||73000 lbs||91560 lbs||97000 lbs|
|Tender Light Weight||80000 lbs||100000 lbs||50000 lbs||60440 lbs||70000 lbs|
|Total Engine and Tender Weight||188000 lbs||226500 lbs||123000 lbs||152000 lbs||167000 lbs|
|Tender Water Capacity||4000 gals||5000 gals||2400 gals||3000 gals||3500 gals|
|Tender Fuel Capacity (oil/coal)||7 tons||10 tons||tons||7 tons||tons|
|Minimum weight of rail (calculated)||46 lb/yard||52 lb/yard||29 lb/yard||37 lb/yard||40 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||170 psi||190 psi||160 psi||180 psi||180 psi|
|Cylinders (dia x stroke)||18" x 24"||18" x 24"||14" x 22"||15" x 24"||16" x 24"|
|Tractive Effort||20065 lbs||22425 lbs||13328 lbs||15300 lbs||16786 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.09||4.19||3.98||4.35||4.29|
|Firebox Area||110 sq. ft||108 sq. ft||80.40 sq. ft||79.20 sq. ft||123 sq. ft|
|Grate Area||19.70 sq. ft||22.30 sq. ft||12.27 sq. ft||14.30 sq. ft||19.70 sq. ft|
|Evaporative Heating Surface||1370 sq. ft||1335 sq. ft||910 sq. ft||934 sq. ft||1255 sq. ft|
|Superheating Surface||299 sq. ft|
|Combined Heating Surface||1370 sq. ft||1634 sq. ft||910 sq. ft||934 sq. ft||1255 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||193.82||188.86||232.16||190.27||224.71|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||3349||4237||1963||2574||3546|
|Same as above plus superheater percentage||3349||5000||1963||2574||3546|
|Same as above but substitute firebox area for grate area||18700||24214||12864||14256||22140|