This small, freight-drivered Ten-wheeler enjoyed a good measure of superheat, which also necessitated piston valves (9 1/2"/241 mm in diameter) for steam admission to the cylinders. It never strayed off the A & S rails, serving the line until its retirement in June 1947.
Responsiveness to one's customers was important to continuing success for a capital-equipment supplier like Baldwin. Note here that the specifications applied to the 75 addressed some of the issues encountered in the 73 a few months earlier. The pilot was too short on the 73 "to properly protect loco. in case of cow or other obstruction on track." Parallel rod bushings needed to be changed to avoid having to drop the main rod brasses and large end to tighten the parallel rod bushings.
Of particular notice was the valve motion, which was "working badly." The problem lay in the lower connection below the crosshead, which had been made of "two flat bars held by bolts and cotters [cotter keys]." The motion had already shown 3/8"of lost motion. "Badly worn" bolts were to be replaced by case-hardened bolts to be"taper fit and secured by bolt and cotter". The AS sent the 73 to the Georgia Southern, where the valves "were reset and made square ...and engine works all right when down in corner." But, "when linked up one of four exhausts is barely perceptible. In resetting it was found necessary to alter the length of some of the levers."
Whew! Not a very good report card. 75 was to be better and 73 was to be "corrected."
When the Georgia & Florida took over the AS in 1919, it retained both Ten-wheelers, but renumbered them 173 and 175. The 175 was first to be sold from the G & F, going to the Tallulah Falls Railroad in April 1936 as their 77. 173 was sold in 1941 to the Virginia Blue Ridge. In 1942, the Army bought the 173 and renumbered it 6961. After its military service, the 6961 wound up with the Mead Corporation as their 200.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Abilene & Southern||Augusta Southern|
|Number in Class||1||2|
|Road Numbers||18||73, 75|
|Builder||Baldwin||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.53||0.51|
|Overall Wheelbase (engine & tender)||51.17'||52.67'|
|Axle Loading (Maximum Weight per Axle)||36300 lbs|
|Weight on Drivers||94000 lbs||95000 lbs|
|Engine Weight||126000 lbs||123000 lbs|
|Tender Light Weight||100000 lbs||90000 lbs|
|Total Engine and Tender Weight||226000 lbs||213000 lbs|
|Tender Water Capacity||5000 gals||4500 gals|
|Tender Fuel Capacity (oil/coal)||10 tons||tons|
|Minimum weight of rail (calculated)||52 lb/yard||53 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||190 psi||180 psi|
|Cylinders (dia x stroke)||18" x 24"||18" x 26"|
|Tractive Effort||22032 lbs||22612 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.27||4.20|
|Firebox Area||108 sq. ft||152 sq. ft|
|Grate Area||22.30 sq. ft||22.40 sq. ft|
|Evaporative Heating Surface||1327 sq. ft||1717 sq. ft|
|Superheating Surface||312 sq. ft|
|Combined Heating Surface||1639 sq. ft||1717 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||187.73||224.22|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||4237||4032|
|Same as above plus superheater percentage||5042||4032|
|Same as above but substitute firebox area for grate area||24419||27360|