Although the class was bought over a four-year period, all four of these "passenger and freight" locomotives shown in this entry conformed to the same design, which was a hearty enough Ten-wheeler with good power to tackle the 4 1/2% grades and 30 degree curves that were part of the Tweetsie's operating environment.
10 and 14 were sold in May 1942 to the traffic-beleaguered White Pass & Yukon Railway. Alas, both were trapped in the roundhouse in December 1943 when the structure caught fire and apparently neither saw service again before being scrapped in December 1945. 11served the Tweetsie until it was scrapped in February 1952.
Shenandoah Central bought 12 from the ET&WNC in December 1952 and operated it until August 1955, when the SC sold it back to the Tweetsie.
Road number #10 reached the Tweetsie about three years after the 9 (Locobase 13909). Built along the same lines as the 9, the 10 had slightly larger cylinders and slightly longer tubes as well as a requirement in the specs that weight on the drivers amount to no less than 75,000 lb. The specified adhesion weight was 77,000 lb (34,927 kg) for the 10-11 and 80,050 lb (36,287 kg) for the 12 and 14..
The 10 and 14 were sold in May 1942 to the White Pass & Yukon. A year and a half later in December 1943, however, both engines were irreparably damaged in a roundhouse fire and scrapped in December 1945.
In contrast to 10's cross-continent displacement, the 11 never left the home rails and was scrapped in February 1952.
12 remained with the Eat Taters & Wear No Clothes until the narrow-gauge portion of the network closed in 1950. It was sold to the Shenandoah Central of Penn Laird, Va in December 1952, but Hurricane Hazel washed much of that tourist road away in October 1954. The 12 was spared, but needed a complete overhaul, which Frank Coffey administered at the Hickory shops of the Southern Railway. In May 1957, the 12 was trucked up to the Blowing Rock station of the Tweetsie.
As of 2012, the 12 steamed on a regular schedule as it neared another complete overhaul. The steam-engine shop at the railway had developed sufficient expertise not only to keep the 12 and its S118 Mikado stablemate in running order but also to accept contract work from other narrow-gauge railroads.
See Locobase 11782 for an account of the Tweetsie's history. This triocame onto the road to supply some additional power to this slim-rail line.
In the mid-teens, all three engines were used to support construction of the 14-mile extension from Montezuma by the Linville River (another Applachian railroad bought by the Tweetsie in 1913 and known as the Arbuckle Coffee Line). Boone, NC, 8 miles further off would see its first passenger service in May 1919.
4 and 5 were scrapped in November 1936 and 6 in July 1937.
Locobase 11782 has a description of the Blue Ridge Stemwinder, the railroad also known as the Tweetsie. This Ten-wheeler had a short wheelbase even for the Tweetsie. The specs asked for the boiler "...to be set as low as possible."
The 8 was sold to Gray Lumber of Waverly, WVa in October 1924 because the Tweetsie had found it was too light for their requirements. Gray Lumber was satisfied enough to operate the 8 into the 1950s before scrapping it in 1951.
The 9 was bigger than earlier Tweetsie Ten-wheelers, put more power on the rails, and weighed more. Even so, the 9 had to meet axle-loading limitations while still mustering enough power to scale 4 1/2% grades and negotiate 30-deg curves.
Like several earlier ET & WNC locomotives, the 9 was sent over to the Linville Railroad in 1917 to support its construction and operation. After the Arbuckle Line endured declining traffic, then suffered a devastating flood in 1940, the Interstate Commerce Commission granted permission to abandon the line in March 1941. The Tweetsie regained the 9 in October 1941 and ran it until it was scrapped in 1951.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||East Tennessee & Western North Carolina||East Tennessee & Western North Carolina||East Tennessee & Western North Carolina||East Tennessee & Western North Carolina||East Tennessee & Western North Carolina|
|Number in Class||4||4||3||1||1|
|Road Numbers||10-12, 14||10-12, 14||4-6||8||9|
|Builder||Baldwin||Baldwin||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||10||10||10.83||9||9|
|Engine Wheelbase (ft)||19.50||19.50||18.17||18.25||18.50|
|Ratio of driving wheelbase to overall engine wheebase||0.51||0.51||0.60||0.49||0.49|
|Overall Wheelbase (engine & tender) (ft)||46||44||43.96|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||80,050||75,000||63,000||59,000||69,000|
|Engine Weight (lbs)||98,800||96,000||73,000||73,000||85,000|
|Tender Loaded Weight (lbs)||60,000||60,000||50,000||60,000|
|Total Engine and Tender Weight (lbs)||158,800||156,000||123,000||145,000|
|Tender Water Capacity (gals)||3000||3000||2000||2500||3000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||4||4||4|
|Minimum weight of rail (calculated) (lb/yd)||44||42||35||33||38|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||45||45||37||45||45|
|Boiler Pressure (psi)||180||180||160||180||180|
|High Pressure Cylinders (dia x stroke) (in)||16" x 22"||16" x 22"||15" x 20"||15" x 20"||15" x 22"|
|Tractive Effort (lbs)||19,149||19,149||16,541||15,300||16,830|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.18||3.92||3.81||3.86||4.10|
|Firebox Area (sq ft)||116||116||87.50||78.40||100|
|Grate Area (sq ft)||15.50||15.50||14||11.90||14.60|
|Evaporative Heating Surface (sq ft)||1303||1303||1012||992||1238|
|Superheating Surface (sq ft)|
|Combined Heating Surface (sq ft)||1303||1303||1012||992||1238|
|Evaporative Heating Surface/Cylinder Volume||254.51||254.51||247.40||242.51||275.13|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2790||2790||2240||2142||2628|
|Same as above plus superheater percentage||2790||2790||2240||2142||2628|
|Same as above but substitute firebox area for grate area||20,880||20,880||14,000||14,112||18,000|