Both of these locomotives worked on construction projects in Tennesseee at the beginning of their careers, it seems. But they apparently were lettered for the Tennessee Central. In 1905, the TC sold both to the Southern, which renumbered them. In 1908, the Southern sold them back to the TC in 1908.

101 was renumbered 223 and remained with the TC until 1922, when it was sold to locomotive rebuilder/reseller Southern Iron & Equipment. 102 was scrapped by the TC in December 1928.

Delivered as a pair by Rogers (works 4276-4277), these Ten-wheelers ran for a while under the C NO & TP colors as 544 & 543, returned to the LSRR and reassumed their numbers, then came under Southern's system as first 314-315, then 1456-1457, and finally 3456-57.

3457 was scrapped relatively early -- October 1916 -- probably because of a defect or accident. 3456 lasted until January 1927.

The Rome, New York builder must have been delighted to get such a large order. Works numbers include 14-17, 20, 25, 27, 29-30, 33-34. ETV & G numbering ran from 145-174, then 351-368. The first four weighed slightly more on the drivers (76,900 lb), slightly less overall.

Most were scrapped in the 'teens, with a few lasting until the mid-1920s.

This nonet of Ten-wheelers were very similar to the Southern systems F-11s and would be grouped with them when the Southern took over the Suwannee Route in 1916. Three were later superheated.

This was the first superheated Baldwin on the V&S and was a duplicate of the Georgia, Southern & Florida quartet shown in Locobase 5160. Also like the GS&F, this engine was taken into the Southern Railway and placed in the same class in 1916.

After three more decades and all of World War II, the 1114 was scrapped in December 1947.

This batch of Ten-wheelers were originally brought into the Southern as 390-392, then renumbered 890-892 and finally numbered 909-911. 911 was fitted with 62" drivers.

As with the other members of the SR's heterogeneous collection of 4-6-0s, these locomotives filled a need for passenger and mixed-train engines and served into the mid-1930s.

Narrow-gauge Ten-wheeler procured to run on the A&D's narrow-gauge section between its standard-gauge junction at Emporia. Its main line ran 50.35 miles (81 km) northeast to the James River near Richmond.

Locobase uses the "as-delivered" weights estimated in the 1886 specification. Later listings by the Southern shows relatively high adhesion weight of 55,000 lb and total engine weight of 60,000 lb.

This GP quartet was identical to the EVT & G locomotive order of 5 years earlier, but had slightly higher boiler pressure. They were a little newer so they lasted a bit longer than the Tennessee engines.

A comment by Mr R D Wade, Superintendent of Motive Power, offered a positive opinion of these locomotives: "We have made no special tests of these engines. Their performance, however, compares favorably with engines of other build [the New York Locomotive Works quartet shown in Locobase 6518] of the same dimensions. They are remarkably free steamers, are well-designed, and well-built engines." One difference was the larger grate.

The EN described the GP as having become the Georgia Pacific Division of the Richmond & Danville. The R&D would be taken into the Southern system in 1894.

After all this effort, the 3452s gave good service for another 20 years, being scrapped in the mid-1920s (March 1922 for 3453 to February 1926 for 3452).

This engine probably came to the AS from the Lehigh Valley Railway. It was a relatively small Ten-wheeler.

This trio of Ten-wheelers were quite similar in most respects to Ten-wheelers that would be supplied by Rogers to the R & D in the next year .

They filled a niche as all of them served on the Southern for more than 40 years after the R & D was absorbed.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

These engines came into the Southern fold along with several other R&D Ten-Wheelers. Although Prince (1965) groups 963-968 with other Southern F-1s, their provenance seems identical to the 940. For instance, their R&D numbers ranged from 803-813 and the Rogers' builder numbers run from 4254-4268, including 940's 4257. (R&D 811, 813, GP's 812, later Southern F-2 903-904, F-1 962, probably were built to the same specs, but have builder numbers 4327-4329.)

Scrapped in 1932-1939.

A pair of Ten-wheelers with smaller cylinders than most other Southern-system 4-6-0s at the time. Prince doesn't say when 903 went to the boneyard, but it was probably about the same time as 904 -- October 1933.

Baldwin built the first nine in 1893-1894. Eight of these were simple-expansion engines shown in this entry. (Works numbers were 13146, 13150-13151, 13942-13946), Richmond delivered the last five in 1894 (works numbers 2424-2426, 2428-2429). The Baldwins had 28.2 sq ft (2.62 sq m) grates, the Richmonds 27.9 sq ft as shown in the specs.

When the Southern absorbed the R&D, these engines were grouped as the F-1 class along with a batch of engines built specifically for the Southern. Initially, they had numbers in the 300-313 range, then were renumbered 941-954.

Scrapped in 1932-1939.

In this same batch, Baldwin supplied one of its Vauclain compounds and

Richmond delivered a cross-compound with one 21" HP and one 32" LP cylinder; ; see Locobase 16177.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

Baldwin built eight simple-expansion locomotives for the R&D in 1893-1894. Eight of these were simple-expansion engines shown in Locobase 2643. The last engine in the 1893 order was delivered as a Vauclain compound that used two 10 1/2" (267 mm) piston valves, each one supplying each pair of one HP, one LP cylinders.

823 was originally delivered with 14' HP and 24" LP cylinders, but evidence in the form of a 9/6/1893 note in the specs suggests that this offered too little volume. It describes Extra Work 2181 that ordered a set of 15" HP, 25" LP cylinders that reduced the compounding ratio.

832 (Richmond works number 8428) was delivered as a cross-compound with 20" HP and 32" LP cylinders and 26" stroke. It was sold in December 1897 to the Randsburg Railway as their #1, sold again in April 1903 to the Arizona-Utah Railroad and renumbered 2, and finally sold to the Atchison, Topeka & Santa Fe in 1905 and given 260. The Santa Fe simpled the expansion in 1911 with two 20" x 26" cylinders. In this form it served another 13 years before being scrapped at the San Bernadino shops in November 1924.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

The NO&NE needed passenger power and bought two Ten-wheelers in 1905 and added one in each of the next two years. The Alabama & Vicksburg bought three more from Baldwin in 1907 (see Locobase 13173) to which the A&V added the ex-292 in May 1912.

Locobase 6078 shows six of the engines united under a common motive-power department and after they were superheated beginning in 1915.

At the tail end of the order from the New Orleans & North Eastern's B-class Ten-wheelers (Locobase 11185), Baldwin supplied 2 more to the A & V. An interesting swap between the NO & NE and the A & V involved the two in this order, which went to the NO & NE in 1914 as their 293-294.

At some later point, the pair was renumbered 273-274 and in 1926, when the Southern assumed control of the A & V, that big railway renumbered them 6894-6895.

This pair of Ten-wheelers was identical to the others delivered by Baldwin to the NO & NE in 1912 except for the 68" drivers. Like all NO & NE locomotives, this class was renumbered by the Southern in 1916.

Possibly because their taller drivers made them less suited to local freight work, these locomotives were scrapped by the Southern in April 1939.

First trio in a line of Baldwin Ten-wheelers for the Rathole Division. Like many other locomotives, the design's retention of the narrow firebox proved increasingly limiting as boilers continued to grow.

550 was sold in 1912 to Fitzhugh Luther's Wyandotte Construction Company. 552 was scrapped in June 1916 and 551 followed in September.

These had a short career. The Southern took over the CNO&TP's roster in 1917 and these two locomotives were renumbered. 6415 was sold in March 1922 to David Joseph and the 6416 went to Rissman Levey Salvage Co in April 1923.

A pair of Ten-wheelers with a shorter wheelbase than the ACs shown in Locobase 7634. The reason? The larger grate and firebox now rode over the rear axle rather than dropping down between the last two axles. Eleven more were ordered at the same time, one lettered for the Seaboard Air Line's GC&N (Locobase 9369), the others for the expansively named Charleston, Cincinnati & Chicago, for which see Locobase 16186.

According to the Balwin specs, 10972 originally was to go to the Chicago & Northwestern, but was sold on 6/3/1890 to the Chattanooga Southern as their #4. The CS found it too heavy for their right of way and sent it back very shortly after it was delivered. The CNO&TP ran the engine for 25 years before retiring it in December 1915.

10794, which began its career with number 93 in 1890, then 593, then 553, was sold a few years later to Wyandotte Construction. Wyandotte then sold it in January 1903 to the Louisiana & Arkansas as their #139.

This later quartet of Ten-wheelers were simple-expansion variants of the Vauclain compounds with 13" HP and 22" LP cylinders delivered in 1892-1893 (Locobase 12033). The second pair had the same firebox dimensions of the earlier engines, but a inked change in the 1901 specs raised the heating surface area to 150 sq ft (13.94 sq m).

This sextet of Vauclain compound Ten-wheelers came to the CNO & TP over a 15-month period. (Locobase wonders if the Panic of 1893 had to do with the slow pace.) Over time they were converted to 19" x 24" simple-expansion locomotives and were so described in 1914; see Locobase 7636 for the result.

All were sold for scrap in 1923-1924, the first 4 to Rissman Levey Salvage in April 1923 (6414, 6409, 6411-6412; ex-604, 608, 501, 509, respectively) and the other two to David J Joseph in December 1924.

This long-striding quartet was apparently undersized for its role in passenger service. For whatever reason, 632-633 were sold for scrap in 1924 to D Joseph and 630-631 were scrapped in February 1927.

The Harriman & Northeastern was a short line in Eastern Tennessee that cooperated with the Southern. Over time, the Southern took over its small locomotive holding, including these Ten-wheelers delivered three years apart.

Both were condemned in 1923.

The NO & NE acquired these locomotives for freight work, although the frame allowed for much larger drivers. As a result, the drivers were widely spaced. Indeed, the Baldwin specs contain a note that the frames needed strengthening and deepening of the top frame to 5 1/2" just ahead of the main drivers.

The last two delivered had 68" drivers and are described in Locobase 6088. All but 3 of these were superheated; see Locobase 6089. 265-266 were sold to the Vicksburg, Shreveport & Pacific in January 1916 as their 348-349. When the VS & P came under IC control in 1926, the two were renumbered 53-54.

All of the B class (Locobase 11185) were superheated in the late 'teens or early 1920s, which involved the usual substitution of flues for small tubes and the gain in steam power.

The design proved quite satisfactory, evidently, as all but one (6889) served through World War II. The remaining 7 were scrapped in 1946-1948.

These Ten-wheelers built up the NO & NE's stud of 4-6-0 only gradually, as the table indicates:

Year Month Works numbers Engine #

1904 April 24116-24117, 24149 252-254

1905 December 26987, 27010 255-256

1906 October 29253, 29262 257-258

1907 February 30076-30077, 32093-32094 259-262

All were renumbered by the Southern in 1916 as 6875-6885.

Only 6883 was superheated, at which time its boiler held 146 2" tubes, 20 5 3/8" flues; evaporative heating surface was 1,534 sq ft and the superheater added 338 sq ft. (The Alabama & Vicksburg A3s (Locobase 6076) had identical reworkings, but their boilers were bigger). 6883 also had its driver diameter increased to 64", as did 6885.

For all that, 6883 was the second in the class to be retired (in March 1929). Most were withdrawn in September 1934 with two -- 6879 and 6885 -- surviving to February and March 1940, respectively.

Tenwheelers of modest size that came from Richmond. See Locobase 6116 for bigger, younger siblings.

This set of Ten-wheelers, larger than the earlier trio from Richmond arrived in two batches. All were renumbered, but none lasted beyond the late 1920s.

Lone Tenwheeler from an earlier age, it appears, that enjoyed a 30-year career from the time of its delivery in 1892. It was sold for scrap in January 1922.

One came from Schenectady in 1905 (works # 30976) and one from Baldwin (works # 29409) in 1906. These were relatively large Ten-wheelers of the time, bigger than other Southern Railway constituents were buying. Certainly, this pair was the last of the 4-6-0s. 6660 was scrapped in February 1932, 6661 preceding it by a year in February 1931.

According to Prince's tables, the first 3 of this low-drivered Tenwheeler class came to the GS & F in 1900 from Schenectady (works #5553-5555; road # 136-138), Baldwin supplied one in 1902 (works #20566, road 139), Alco-Schenectady in 1903 (works 29289, road 135), and Baldwin for one more in 1904 (works 23674, road 140). The class was later superheated, its boiler reconfigured to hold 182 tubes and 24 flues.

After the Southern took over the GS & F the class was renumbered as shown. 8303 was scrapped first in September 1929. 8305 followed in August 1929, 8301 in December 1936, and 8300 in March 1939. The remaining 2 were sold to the Blue Ridge Railroad in the late 1930s.

This locomotive didn't bear #17 for long. It soon went to the Virginia & Southwestern as their 705. When the Southern took it over, it renumbered it 658 in 1903 and again renumbered it 901.

901 enjoyed a long career, arriving at the scrapper in June 1936.

Newly built engines (works #2479-2485) that matched those supplied to the Richmond & Danville only a few years before. LE reported that the class was used for heavy "fast-express" trains and for fast freights. "The engine is very popular on the road," noted the writer, "and is noted for the freedom with which high speed is maintained ...Recently one of these engines ran from Charlottesville to Alexandria, 106 miles, in one hour and fifty-five minutes, with eight cars, six of them Pullman; weight of train, exclusive of engine and tender, 388 tons. One stop was made for water, and two slow-ups going through towns. There are several pretty steep grades between above places, one of 72 feet [1.4%], 4 miles long."

At first they were numbered 316-322, then renumbered 955-961.

Scrapped in 1932-1939.

Although frequently grouped as one class, there were three sub-classes that shared the same power dimensions; the other two are described in Locobase 11066 and 11073. Leading the 20 x 26", 70" driver Ten-wheeler parade were the four that Schenectady delivered in 1899.

After Schenectady delivered the first quartet of this design in 1899, Richmond contributed the next 4 in 1900. The principal difference was the reduction of tube count in the boiler by 2. The engines were also heavier.

Scrapped in 1929-1939.

After Schenectady delivered the first four (Locobase 2646) of this standard design in 1899 and Richmond supplied the next 4 in 1900 (Locobase 11066), Baldwin produced 32 from 1901 to 1906. They were essentially identical, although they had one more tube than the Richmonds and were considerably heavier.

A further 9 originally operated on the Georgia Southern & Florida as 155-163 (works numbers 27116-27117, 27182, 29708, 29747-29748, 29788, 29856-29857) after being produced in December 1905 and November-December 1906. On the Southern, they were numbered 1036-1040 (2nd of each) and 8230-8233.

Scrapped in 1929-1939.

The 1914 List and Description of Locomotives, also supplied by Allen Stanley, shows that locomotives 1051-1074 came in two slightly different variants. The Richmond engines (see Locobase 2647) had slightly larger grates (34.9 sq ft) and weighed about 8,000 lb more.

The version in this entry represents the three Baldwins note the 2 1/4" boiler tubes. The heating surface calcualtions, specifically dated 5/11/97 in the specs, betray internal consistencies. If the number of tubes was in fact 260 and they were 14 ft 8 in long, then their combined area was 2,259 sq ft, not the "2,231.69"in the specs. The firebox measurement in the specs-- "174.24"--seems a simple transposition error as the later diagram's 146.97 supports the combined total of 2,406 sq ft in evaporative surface.

Estimated loaded tender weight amounted to 95,000 lb (43,091 kg).

The 325's first job was posing on display at the Nashville Exposition from May to October 1897.

1051 and 1056 were scrapped in June 1930; 1055 followed in March 1936.

Works numbers were 22344, 22355, 22365, 22382-22384, 22395-22396, 22413 in June 1903; 22449, 22467, 22500, 22524, 22541, 22557, 22577, 22579 in July; 22633, 22678, 22685 in August; 22901, 22905-22906 in September; 23703-23704, 23760- 23761 in February 1904; and 23842 in March.

Basically a continuation of the F-12s and the 1075-1084 class (Locobase 11072), but with 68" drivers. Three (1087, 1111, 1112) were redesignated Fs-14 when they were fitted with superheaters and piston valves.

Scrapped in 1933-1948.

This was the first set of the new larger Ten-wheeler design that would go into volume production. Like most SR engines, these would enjoy long careers.

Low-drivered Ten-Wheeler originally delivered to the V&SW and under its flag long enough to be renumbered as #22. When absorbed into the Southern system, she wore #931 until she was scrapped in 1934.

This locomotive served first the ETV & G, then its successor, the Southern Railway, for 45 years before being scrapped in Spencer in November 1934.

The ETV & G spanned a considerable part of Tennessee, Alabama, and Georgia and ran 1,780 miles in all. Its East Tennessee Division's main line ran 254 miles from Bristol to Chattanooga, the Alabama Division (309 miles) linked Rome, Ga to Meridian Miss, and the Georgia Division joined Cleveland, Tenn and Brunswick, Ga and covered 426.5 miles,

Scrapped in 1932-1933.

Prince (1965).

Used in mixed freight and passenger traffic. These four were scrapped in 1933-1937.

Lighter than the F-7s (Locobase 2640) using a shorter stroke, and fitted from the start with Walschaert radial valve gear, this class also hauled mixed freight and passenger traffic.

Later diagrams

All but one scrapped in 1933-1939 beginning with 921 and 928 in October 1933 and ending with 922 in December 1939. 925 evaded the torch throughout World War II before succumbing in December 1946.

Locobase doesn't know why this one locomotive was delivered to the Southern in 1914. It's smaller than most of the other engines entering service at the time, so it was probably an answer to a low-axle-loading line requirement.

1113 was scrapped at Columbia in November 1934.

Built as superheated Ten-Wheelers of impressive size and vanadium cast steel frames, these engines came into the Southern system as 8250-8257. The 1114 was a Virginia & South Western engine built in the same batch (builder's number 41385). On the Southern, their drivers stood 69" tall on thicker tires and had boilers pressed to 210 psi (14.5 bar).

They worked secondary main and branch-line service for more than 30 years until they were scrapped in 1947-1949.

Although built for an entirely different railroad in northern Alabama, the narrow-gauge Ten-wheeler R H Isbell was essentially a duplicate of the Atlantic & Danville's #5 of 1886 (Locobase 6008). The only difference was a slightly higher boiler pressure (135 psi vs 130) in the Isbell. Locobase uses the "as-delivered" weights estimated in the 1888 specification.

In 1890, the 24-mile long T&CV reorganized as the Birmingham & Atlantic. As most sources show the B&A converting to standard gauge at this point, Locobase supposes that this was the time when the 6 was sold to the Atlantic & Danville. In 1899, the A&D joined the Southern Railway System. While the A&D retained its 50.35 miles track laid on the three foot gauge, it added a substantial amount of standard gauge from 1885 on.

As with the N-5, later listings by the Southern shows relatively high adhesion weight of 55,000 lb and total engine weight of 60,000 lb.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 101 | 12 | 14 | 155 / F-11 | 23 / Fs-17 |

Locobase ID | 12399 | 6516 | 6517 | 12889 | 14235 |

Railroad | Cumberland Construction (SRS) | Louisville Southern (SRS) | East Tennessee, Virginia & Georgia (SRS) | Georgia Southern & Florida (SRS) | Virginia & Southwestern (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 1 | 2 | 13 | 9 | 1 |

Road Numbers | 101-102 / 995-996 / 223-224 | 12-13 / 3456-3457 | 14-17 / 3425-3427 | 155-163 / 1036-1040, 8230-8233 | 23 / 1114 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 1 | 2 | 13 | 9 | 1 |

Builder | Burnham, Williams & Co | Rogers | New York (Rome) | Burnham, Williams & Co | Baldwin |

Year | 1900 | 1890 | 1883 | 1905 | 1914 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Southern |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14' | 13' | 13.83' | 14.58' | 15' |

Engine Wheelbase | 24' | 25.67' | 25.96' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.58 | 0.57 | 0.58 | ||

Overall Wheelbase (engine & tender) | 48.67' | 46.75' | 61.33' | ||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 110000 lbs | 99000 lbs | 75500 lbs | 118000 lbs | 142500 lbs |

Engine Weight | 140000 lbs | 130000 lbs | 107900 lbs | 156000 lbs | 190000 lbs |

Tender Light Weight | 80000 lbs | 60200 lbs | 103000 lbs | 152000 lbs | |

Total Engine and Tender Weight | 210000 lbs | 168100 lbs | 259000 lbs | 342000 lbs | |

Tender Water Capacity | 4000 gals | 4000 gals | 3000 gals | 5000 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | ||||

Minimum weight of rail (calculated) | 61 lb/yard | 55 lb/yard | 42 lb/yard | 66 lb/yard | 79 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 54" | 54" | 70" | 68" |

Boiler Pressure | 180 psi | 150 psi | 140 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 20" x 26" | 20" x 24" | 19" x 24" | 20" x 26" | 21" x 28" |

Tractive Effort | 28414 lbs | 22667 lbs | 19093 lbs | 25257 lbs | 30870 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.87 | 4.37 | 3.95 | 4.67 | 4.62 |

Heating Ability | |||||

Firebox Area | 174.75 sq. ft | 152.80 sq. ft | 168 sq. ft | ||

Grate Area | 24.80 sq. ft | 27.50 sq. ft | 17.30 sq. ft | 31.50 sq. ft | 49 sq. ft |

Evaporative Heating Surface | 2143 sq. ft | 2099 sq. ft | 1696 sq. ft | 2295 sq. ft | 2268 sq. ft |

Superheating Surface | 462 sq. ft | ||||

Combined Heating Surface | 2143 sq. ft | 2099 sq. ft | 1696 sq. ft | 2295 sq. ft | 2730 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 226.68 | 240.53 | 215.34 | 242.76 | 202.06 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4464 | 4125 | 2422 | 6300 | 9800 |

Same as above plus superheater percentage | 4464 | 4125 | 2422 | 6300 | 11466 |

Same as above but substitute firebox area for grate area | 31455 | 0 | 0 | 30560 | 39312 |

Power L1 | 5361 | 0 | 0 | 7550 | 14673 |

Power MT | 322.34 | 0 | 0 | 423.17 | 681.02 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 252 / F-6 & F-5 | 5 | 51 | 55 | 6 |

Locobase ID | 6505 | 6008 | 6518 | 15809 | 6515 |

Railroad | East Tennessee, Virginia & Georgia (SRS) | Atlantic & Danville (SRS) | Georgia Pacific (SRS) | Georgia Pacific (SRS) | Charleston, Cincinnati & Chicago (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 3 | 2 | 4 | 4 | 4 |

Road Numbers | 252-254 /908, 909-911 | N-5 | 51-54 / 3428-3431 | 55-58/459-462/918-921/1432-1435 | 6-9 / 3452-3455 |

Gauge | Std | 3' | Std | Std | Std |

Number Built | 3 | 2 | 4 | 4 | 4 |

Builder | Schenectady | Burnham, Parry, Williams & Co | New York (Rome) | Richmond | Schenectady |

Year | 1890 | 1886 | 1888 | 1888 | 1889 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.50' | 11.67' | 13.83' | 12.75' | |

Engine Wheelbase | 22.92' | 20.50' | 23.50' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.55 | 0.57 | 0.54 | ||

Overall Wheelbase (engine & tender) | 49.58' | 35.12' | 46.75' | 48.67' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 92000 lbs | 44000 lbs | 75500 lbs | 82000 lbs | 81000 lbs |

Engine Weight | 116000 lbs | 58000 lbs | 107900 lbs | 106000 lbs | 121000 lbs |

Tender Light Weight | 92800 lbs | 27600 lbs | 63300 lbs | 63000 lbs | 80000 lbs |

Total Engine and Tender Weight | 208800 lbs | 85600 lbs | 171200 lbs | 169000 lbs | 201000 lbs |

Tender Water Capacity | 4200 gals | 1200 gals | 3300 gals | 3300 gals | 3300 gals |

Tender Fuel Capacity (oil/coal) | |||||

Minimum weight of rail (calculated) | 51 lb/yard | 24 lb/yard | 42 lb/yard | 46 lb/yard | 45 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 40" | 54" | 54" | 50" |

Boiler Pressure | 150 psi | 135 psi | 145 psi | 145 psi | 160 psi |

Cylinders (dia x stroke) | 19" x 24" | 14" x 20" | 19" x 24" | 19" x 24" | 19" x 26" |

Tractive Effort | 17534 lbs | 11246 lbs | 19775 lbs | 19775 lbs | 25530 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.25 | 3.91 | 3.82 | 4.15 | 3.17 |

Heating Ability | |||||

Firebox Area | 134.84 sq. ft | 126 sq. ft | |||

Grate Area | 28.50 sq. ft | 12.50 sq. ft | 17.30 sq. ft | 20.60 sq. ft | 28.60 sq. ft |

Evaporative Heating Surface | 1758 sq. ft | 1696 sq. ft | 1454 sq. ft | 1908 sq. ft | |

Superheating Surface | |||||

Combined Heating Surface | 1758 sq. ft | 0 | 1696 sq. ft | 1454 sq. ft | 1908 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 223.22 | 215.34 | 184.62 | 223.63 | |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4275 | 1688 | 2509 | 2987 | 4576 |

Same as above plus superheater percentage | 4275 | 1688 | 2509 | 2987 | 4576 |

Same as above but substitute firebox area for grate area | 20226 | 0 | 0 | 18270 | 0 |

Power L1 | 4864 | 0 | 0 | 3453 | 0 |

Power MT | 349.67 | 0 | 0 | 278.51 | 0 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 72 | 800 / F-2 & F-3 | 800 series | 811 / F-2 | 820 series |

Locobase ID | 6497 | 6506 | 2642 | 6504 | 2643 |

Railroad | Augusta Southern (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 3 | 8 | 2 | 13 | |

Road Numbers | 72 | 800-802 / 905-907 | 803-810, 902,940, 962-968 | 811, 813 / 903-04 | 820-833/941-954 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 3 | 8 | 2 | 12 | |

Builder | Lehigh Valley | Pittsburgh | Rogers | Rogers | Burnham, Williams & Co |

Year | 1875 | 1889 | 1890 | 1890 | 1893 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | |

Locomotive Length and Weight | |||||

Driver Wheelbase | 10.67' | 12' | 12' | 12' | 12' |

Engine Wheelbase | 22.75' | 22.75' | 22.75' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.53 | 0.53 | 0.53 | ||

Overall Wheelbase (engine & tender) | 49.33' | 52.67' | |||

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 72000 lbs | 100600 lbs | 96000 lbs | 100500 lbs | 107000 lbs |

Engine Weight | 101000 lbs | 126500 lbs | 129500 lbs | 126600 lbs | 135000 lbs |

Tender Light Weight | 94000 lbs | 80800 lbs | 81800 lbs | 86100 lbs | |

Total Engine and Tender Weight | 220500 lbs | 210300 lbs | 208400 lbs | 221100 lbs | |

Tender Water Capacity | 3500 gals | 4200 gals | 4200 gals | 5000 gals | |

Tender Fuel Capacity (oil/coal) | |||||

Minimum weight of rail (calculated) | 40 lb/yard | 56 lb/yard | 53 lb/yard | 56 lb/yard | 59 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 44" | 62" | 62" | 66" | 66" |

Boiler Pressure | 150 psi | 170 psi | 170 psi | 170 psi | 170 psi |

Cylinders (dia x stroke) | 18" x 24" | 19" x 24" | 20" x 24" | 19" x 24" | 20" x 24" |

Tractive Effort | 22533 lbs | 20193 lbs | 22374 lbs | 18969 lbs | 21018 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.20 | 4.98 | 4.29 | 5.30 | 5.09 |

Heating Ability | |||||

Firebox Area | 135 sq. ft | 133 sq. ft | 133 sq. ft | ||

Grate Area | 29 sq. ft | 28.50 sq. ft | 28.20 sq. ft | 28.29 sq. ft | 27.90 sq. ft |

Evaporative Heating Surface | 1520 sq. ft | 1725 sq. ft | 1807 sq. ft | 1818 sq. ft | 1810 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1520 sq. ft | 1725 sq. ft | 1807 sq. ft | 1818 sq. ft | 1810 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 215.04 | 219.03 | 207.07 | 230.83 | 207.41 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4350 | 4845 | 4794 | 4809 | 4743 |

Same as above plus superheater percentage | 4350 | 4845 | 4794 | 4809 | 4743 |

Same as above but substitute firebox area for grate area | 0 | 22950 | 22610 | 0 | 22610 |

Power L1 | 0 | 5353 | 4976 | 0 | 5304 |

Power MT | 0 | 351.93 | 342.82 | 0 | 327.85 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 820 series - compound | A-3 | A4 | A4 / Fs-21 | AC |

Locobase ID | 16177 | 12814 | 13888 | 6088 | 7634 |

Railroad | Richmond & Danville (SRS) | New Orleans & North Eastern (SRS) | Alabama & Vicksburg (SRS) | New Orleans & North Eastern (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 1 | 4 | 2 | 2 | 3 |

Road Numbers | 823 | 289-292 | 408-409/293-294/273-274/6894-6895 | 273-274 / 6894-6895 | 30-32/530-532/550-552 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 1 | 4 | 2 | 2 | 3 |

Builder | Burnham, Williams & Co | Burnham, Williams & Co | Baldwin | Baldwin | Burnham, Parry, Williams & Co |

Year | 1893 | 1905 | 1911 | 1912 | 1889 |

Valve Gear | Stephenson | Walschaert | Walschaert | Stephenson | |

Locomotive Length and Weight | |||||

Driver Wheelbase | 12' | 13.50' | 14.83' | 14.83' | 14.50' |

Engine Wheelbase | 23.83' | 25.92' | 25.92' | 25' | |

Ratio of driving wheelbase to overall engine wheebase | 0.57 | 0.57 | 0.57 | 0.58 | |

Overall Wheelbase (engine & tender) | 52.67' | 58.02' | 56.12' | 45.12' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 107000 lbs | 118000 lbs | 151000 lbs | 142600 lbs | 80000 lbs |

Engine Weight | 135000 lbs | 146000 lbs | 184000 lbs | 183800 lbs | 111000 lbs |

Tender Light Weight | 86100 lbs | 105000 lbs | 135000 lbs | 148800 lbs | 82400 lbs |

Total Engine and Tender Weight | 221100 lbs | 251000 lbs | 319000 lbs | 332600 lbs | 193400 lbs |

Tender Water Capacity | 5000 gals | 7500 gals | 7500 gals | 4000 gals | |

Tender Fuel Capacity (oil/coal) | 10 tons | 15 tons | 11 tons | tons | |

Minimum weight of rail (calculated) | 59 lb/yard | 66 lb/yard | 84 lb/yard | 79 lb/yard | 44 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 66" | 68" | 58" | 68" | 63" |

Boiler Pressure | 180 psi | 200 psi | 200 psi | 200 psi | 150 psi |

High Pressure Cylinders (dia x stroke) | 15" x 24" | 19" x 26" | 21" x 28" | 21" x 28" | 19" x 24" |

Low Pressure Cylinders (dia x stroke) | 25" x 24" (2) | ||||

Tractive Effort | 18409 lbs | 23465 lbs | 36192 lbs | 30870 lbs | 17534 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.81 | 5.03 | 4.17 | 4.62 | 4.56 |

Heating Ability | |||||

Firebox Area | 133 sq. ft | 154.20 sq. ft | 181 sq. ft | 194 sq. ft | 135 sq. ft |

Grate Area | 28.20 sq. ft | 31.50 sq. ft | 34.90 sq. ft | 34.90 sq. ft | 18.18 sq. ft |

Evaporative Heating Surface | 1810 sq. ft | 2172 sq. ft | 2836 sq. ft | 2210 sq. ft | 1576 sq. ft |

Superheating Surface | 450 sq. ft | ||||

Combined Heating Surface | 1810 sq. ft | 2172 sq. ft | 2836 sq. ft | 2660 sq. ft | 1576 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 368.73 | 254.57 | 252.66 | 196.89 | 200.11 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 5076 | 6300 | 6980 | 6980 | 2727 |

Same as above plus superheater percentage | 5076 | 6300 | 6980 | 8167 | 2727 |

Same as above but substitute firebox area for grate area | 23940 | 30840 | 36200 | 45396 | 20250 |

Power L1 | 3594 | 7818 | 6443 | 14600 | 4502 |

Power MT | 222.15 | 438.20 | 282.21 | 677.16 | 372.19 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | AC-2 | AC1 | AC2 | AC3 | AC4 |

Locobase ID | 12645 | 7635 | 7636 | 12033 | 7637 |

Railroad | Cincinnati, New Orleans & Texas Pacific (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 2 | 2 | 10 | 6 | 4 |

Road Numbers | 566-567 / 6415-6416 | 4, 93/593-594/553-554 | 555-558/6405-6414 | 604, 607-08, 501-02, 509/6409-14 | 530-533 / 6420-6423 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 2 | 4 | 6 | 4 |

Builder | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co |

Year | 1903 | 1890 | 1893 | 1892 | 1903 |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.50' | 11.50' | 14.50' | 14.50' | 13' |

Engine Wheelbase | 26.37' | 22.17' | 26.37' | 26.37' | 24.87' |

Ratio of driving wheelbase to overall engine wheebase | 0.55 | 0.52 | 0.55 | 0.55 | 0.52 |

Overall Wheelbase (engine & tender) | 52.33' | 47.10' | 50.27' | 50.77' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 86000 lbs | 83000 lbs | 88000 lbs | 83980 lbs | |

Engine Weight | 112000 lbs | 120000 lbs | 120000 lbs | 121950 lbs | |

Tender Light Weight | 82400 lbs | 98000 lbs | 98000 lbs | ||

Total Engine and Tender Weight | 194400 lbs | 218000 lbs | 219950 lbs | ||

Tender Water Capacity | 4500 gals | 4000 gals | 4500 gals | 3600 gals | 4500 gals |

Tender Fuel Capacity (oil/coal) | |||||

Minimum weight of rail (calculated) | 0 | 48 lb/yard | 46 lb/yard | 49 lb/yard | 47 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 63" | 56" | 68" | 68" | 68" |

Boiler Pressure | 180 psi | 160 psi | 180 psi | 175 psi | 190 psi |

High Pressure Cylinders (dia x stroke) | 19" x 24" | 19" x 24" | 19" x 24" | 13" x 24" | 19" x 26" |

Low Pressure Cylinders (dia x stroke) | 22" x 24" (2) | ||||

Tractive Effort | 21041 lbs | 21041 lbs | 19494 lbs | 13152 lbs | 22292 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.09 | 4.26 | 6.69 | 3.77 | |

Heating Ability | |||||

Firebox Area | 150 sq. ft | 135.92 sq. ft | 140.81 sq. ft | 150.44 sq. ft | 154.60 sq. ft |

Grate Area | 18.70 sq. ft | 23.72 sq. ft | 18.70 sq. ft | 18.70 sq. ft | 32.20 sq. ft |

Evaporative Heating Surface | 1821 sq. ft | 1901 sq. ft | 1823 sq. ft | 1822 sq. ft | 1954 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1821 sq. ft | 1901 sq. ft | 1823 sq. ft | 1822 sq. ft | 1954 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 231.21 | 241.37 | 231.47 | 494.17 | 229.02 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 3366 | 3795 | 3366 | 3273 | 6118 |

Same as above plus superheater percentage | 3366 | 3795 | 3366 | 3273 | 6118 |

Same as above but substitute firebox area for grate area | 27000 | 21747 | 25346 | 26327 | 29374 |

Power L1 | 6170 | 4893 | 6546 | 4835 | 6882 |

Power MT | 376.30 | 521.62 | 363.39 | 541.99 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | AC4 | B | B / Es-22 | D | E |

Locobase ID | 7640 | 11185 | 6089 | 6092 | 6115 |

Railroad | Harriman & Northeastern (SRS) | New Orleans & North Eastern (SRS) | New Orleans & North Eastern (SRS) | New Orleans & North Eastern (SRS) | Alabama Great Southern (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 2 | 8 | 8 | 11 | 3 |

Road Numbers | 4-5/7035-7036 | 265-272 / 6886-6893 | 6886-6893 | 252-262 / 6875-6885 | 437-39 / 180-82 / 6651-53 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 8 | 11 | 3 | |

Builder | Pittsburgh | Baldwin | NO&NE | Burnham, Williams & Co | Richmond |

Year | 1896 | 1911 | 1925 | 1904 | 1896 |

Valve Gear | Stephenson | Walschaert | Walschaert | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 11' | 14.83' | 14.83' | 13.50' | 12.50' |

Engine Wheelbase | 21.42' | 25.92' | 25.92' | 23.83' | 23.33' |

Ratio of driving wheelbase to overall engine wheebase | 0.51 | 0.57 | 0.57 | 0.57 | 0.54 |

Overall Wheelbase (engine & tender) | 56.12' | 56.12' | 56.42' | 52.17' | |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 97000 lbs | 143100 lbs | 143100 lbs | 119300 lbs | 102500 lbs |

Engine Weight | 117000 lbs | 181350 lbs | 181350 lbs | 144500 lbs | 134500 lbs |

Tender Light Weight | 72000 lbs | 146700 lbs | 148800 lbs | 148800 lbs | 100500 lbs |

Total Engine and Tender Weight | 189000 lbs | 328050 lbs | 330150 lbs | 293300 lbs | 235000 lbs |

Tender Water Capacity | 2400 gals | 7500 gals | 7500 gals | 5500 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 15 tons | 11 tons | 11 tons | tons | |

Minimum weight of rail (calculated) | 54 lb/yard | 80 lb/yard | 80 lb/yard | 66 lb/yard | 57 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 58" | 52" | 58" | 69" |

Boiler Pressure | 160 psi | 200 psi | 200 psi | 200 psi | 180 psi |

Cylinders (dia x stroke) | 19" x 26" | 21" x 28" | 21" x 28" | 19" x 26" | 19" x 26" |

Tractive Effort | 22795 lbs | 36192 lbs | 40368 lbs | 27511 lbs | 20812 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.26 | 3.95 | 3.54 | 4.34 | 4.93 |

Heating Ability | |||||

Firebox Area | 137.04 sq. ft | 194 sq. ft | 194 sq. ft | 154.20 sq. ft | 137 sq. ft |

Grate Area | 26.30 sq. ft | 34.90 sq. ft | 34.90 sq. ft | 31.50 sq. ft | 27.90 sq. ft |

Evaporative Heating Surface | 1645 sq. ft | 2849 sq. ft | 2210 sq. ft | 2172 sq. ft | 1729 sq. ft |

Superheating Surface | 450 sq. ft | ||||

Combined Heating Surface | 1645 sq. ft | 2849 sq. ft | 2660 sq. ft | 2172 sq. ft | 1729 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 192.80 | 253.82 | 196.89 | 254.57 | 202.65 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4208 | 6980 | 6980 | 6300 | 5022 |

Same as above plus superheater percentage | 4208 | 6980 | 8167 | 6300 | 5022 |

Same as above but substitute firebox area for grate area | 21926 | 38800 | 45396 | 30840 | 24660 |

Power L1 | 4078 | 6578 | 11165 | 6669 | 5857 |

Power MT | 278.05 | 304.02 | 516.03 | 369.72 | 377.93 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | E1 | E2 | E3 | Es-20 | F |

Locobase ID | 6116 | 6117 | 6118 | 6483 | 6494 |

Railroad | Alabama Great Southern (SRS) | Alabama Great Southern (SRS) | Alabama Great Southern (SRS) | Georgia Southern & Florida (SRS) | Mobile & Birmingham (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 4 | 1 | 2 | 6 | 1 |

Road Numbers | 183-186 / 6654-6657 | 116/187/6650 | 188-189 / 6660-6661 | 135-140 / 8300-8305 | 17/705/658/901 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 4 | 1 | 2 | 6 | 1 |

Builder | Richmond | Pittsburgh | several | several | Burnham, Williams & Co |

Year | 1900 | 1892 | 1905 | 1900 | 1898 |

Valve Gear | Stephenson | Stephenson | Walschaert | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 13' | 11' | 15.83' | 13.50' | 13.83' |

Engine Wheelbase | 23.46' | 21.66' | 26.83' | 23.83' | 24.52' |

Ratio of driving wheelbase to overall engine wheebase | 0.55 | 0.51 | 0.59 | 0.57 | 0.56 |

Overall Wheelbase (engine & tender) | 52.17' | 51.29' | 57.62' | 56.96' | 47.83' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 108200 lbs | 95000 lbs | 133500 lbs | 117700 lbs | 79380 lbs |

Engine Weight | 144000 lbs | 120000 lbs | 180500 lbs | 156720 lbs | 112930 lbs |

Tender Light Weight | 100500 lbs | 78500 lbs | 146900 lbs | 153460 lbs | 80500 lbs |

Total Engine and Tender Weight | 244500 lbs | 198500 lbs | 327400 lbs | 310180 lbs | 193430 lbs |

Tender Water Capacity | 5000 gals | 3500 gals | 7500 gals | 6500 gals | 4000 gals |

Tender Fuel Capacity (oil/coal) | 12.5 tons | tons | tons | ||

Minimum weight of rail (calculated) | 60 lb/yard | 53 lb/yard | 74 lb/yard | 65 lb/yard | 44 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 69" | 60" | 69" | 56" | 60" |

Boiler Pressure | 180 psi | 180 psi | 200 psi | 190 psi | 180 psi |

Cylinders (dia x stroke) | 19" x 26" | 18" x 26" | 20" x 26" | 20" x 26" | 18" x 24" |

Tractive Effort | 20812 lbs | 21481 lbs | 25623 lbs | 29993 lbs | 19829 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.20 | 4.42 | 5.21 | 3.92 | 4.00 |

Heating Ability | |||||

Firebox Area | 137 sq. ft | 134 sq. ft | 186.90 sq. ft | 180 sq. ft | 134.60 sq. ft |

Grate Area | 27.90 sq. ft | 25.60 sq. ft | 44 sq. ft | 29.30 sq. ft | 17 sq. ft |

Evaporative Heating Surface | 1977 sq. ft | 1700 sq. ft | 2818 sq. ft | 2617 sq. ft | 1470 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1977 sq. ft | 1700 sq. ft | 2818 sq. ft | 2617 sq. ft | 1470 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 231.71 | 222.00 | 298.08 | 276.82 | 207.96 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 5022 | 4608 | 8800 | 5567 | 3060 |

Same as above plus superheater percentage | 5022 | 4608 | 8800 | 5567 | 3060 |

Same as above but substitute firebox area for grate area | 24660 | 24120 | 37380 | 34200 | 24228 |

Power L1 | 6458 | 5571 | 9129 | 6597 | 5457 |

Power MT | 394.75 | 387.85 | 452.27 | 370.70 | 454.67 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | F-1 | F-11 | F-11 | F-11 | F-12 - Baldwin |

Locobase ID | 2644 | 2646 | 11066 | 11073 | 6492 |

Railroad | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 7 | 4 | 4 | 41 | 3 |

Road Numbers | 316-322 / 955-961 | 1001-1004 | 1005-1008 | 1009-1040, 8230-8233 | 325, 354-5 /1051, 1055-56 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 7 | 4 | 4 | 41 | 3 |

Builder | Richmond | Schenectady | Richmond | Burnham, Williams & Co | Burnham, Williams & Co |

Year | 1895 | 1899 | 1900 | 1901 | 1897 |

Valve Gear | Stephenson | Southern | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | |||||

Driver Wheelbase | 12' | 14.58' | 14.58' | 14.58' | 14.42' |

Engine Wheelbase | 25.67' | 25.67' | 26.08' | ||

Ratio of driving wheelbase to overall engine wheebase | 0.57 | 0.57 | 0.55 | ||

Overall Wheelbase (engine & tender) | 48.46' | 55.50' | 55.50' | 55.34' | 56.50' |

Axle Loading (Maximum Weight per Axle) | 44810 lbs | ||||

Weight on Drivers | 107000 lbs | 113000 lbs | 119600 lbs | 130850 lbs | 116675 lbs |

Engine Weight | 135000 lbs | 153500 lbs | 158000 lbs | 163950 lbs | 156065 lbs |

Tender Light Weight | 85000 lbs | 98300 lbs | 98300 lbs | 118500 lbs | 85000 lbs |

Total Engine and Tender Weight | 220000 lbs | 251800 lbs | 256300 lbs | 282450 lbs | 241065 lbs |

Tender Water Capacity | 3800 gals | 5000 gals | 5000 gals | 5000 gals | 4500 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | tons | 12 tons | tons | |

Minimum weight of rail (calculated) | 59 lb/yard | 63 lb/yard | 66 lb/yard | 73 lb/yard | 65 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 66" | 70" | 70" | 70" | 72" |

Boiler Pressure | 175 psi | 200 psi | 200 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 20" x 24" | 20" x 26" | 20" x 26" | 20" x 26" | 21" x 28" |

Tractive Effort | 21636 lbs | 25257 lbs | 25257 lbs | 25257 lbs | 29155 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.95 | 4.47 | 4.74 | 5.18 | 4.00 |

Heating Ability | |||||

Firebox Area | 133 sq. ft | 155.20 sq. ft | 155.20 sq. ft | 155.20 sq. ft | 146.79 sq. ft |

Grate Area | 27.90 sq. ft | 31.46 sq. ft | 31.43 sq. ft | 31.50 sq. ft | 33.90 sq. ft |

Evaporative Heating Surface | 1815 sq. ft | 2329 sq. ft | 2302 sq. ft | 2310 sq. ft | 2406 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1815 sq. ft | 2329 sq. ft | 2302 sq. ft | 2310 sq. ft | 2406 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 207.98 | 246.35 | 243.50 | 244.34 | 214.35 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4883 | 6292 | 6286 | 6300 | 6780 |

Same as above plus superheater percentage | 4883 | 6292 | 6286 | 6300 | 6780 |

Same as above but substitute firebox area for grate area | 23275 | 31040 | 31040 | 31040 | 29358 |

Power L1 | 5471 | 7664 | 7597 | 7617 | 6714 |

Power MT | 338.17 | 448.57 | 420.11 | 385.00 | 380.59 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | F-12 - Richmond | F-14 | F-14 - 72"" | F-15 | F-4 |

Locobase ID | 2647 | 2648 | 11072 | 2649 | 11123 |

Railroad | Southern (SRS) | Southern (SRS) | Southern (SRS) | Virginia & Southwestern (SRS) | Eastern Tennessee Valley & Georgia (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 20 | 28 | 10 | 1 | 1 |

Road Numbers | 356+ / 1052-1053, 1057-1074 | 1085-1112 | 374-383 / 1075-1084 | 101 | 251 / 389 / 889 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 20 | 28 | 10 | 1 | 1 |

Builder | Richmond | Burnham, Williams & Co | Burnham, Williams & Co | Alco-Schenectady | Schenectady |

Year | 1899 | 1903 | 1902 | 1907 | 1889 |

Valve Gear | Stephenson | Stephenson | Stephenson | ||

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.58' | 15' | 15' | 14' | 12.17' |

Engine Wheelbase | 26.09' | 26.67' | 26.67' | 22.58' | |

Ratio of driving wheelbase to overall engine wheebase | 0.56 | 0.56 | 0.56 | 0.54 | |

Overall Wheelbase (engine & tender) | 56.50' | 55.24' | 55.25' | 52.67' | 47.08' |

Axle Loading (Maximum Weight per Axle) | |||||

Weight on Drivers | 130400 lbs | 124400 lbs | 128670 lbs | 115000 lbs | 96500 lbs |

Engine Weight | 164400 lbs | 166060 lbs | 170920 lbs | 160000 lbs | 124000 lbs |

Tender Light Weight | 98300 lbs | 108300 lbs | 108300 lbs | 121200 lbs | |

Total Engine and Tender Weight | 262700 lbs | 274360 lbs | 279220 lbs | 281200 lbs | |

Tender Water Capacity | 5000 gals | 5000 gals | 5000 gals | 6000 gals | 3500 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 12 tons | tons | tons | |

Minimum weight of rail (calculated) | 72 lb/yard | 69 lb/yard | 71 lb/yard | 64 lb/yard | 54 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 72" | 68" | 72" | 63" | 64" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 160 psi |

Cylinders (dia x stroke) | 21" x 28" | 21" x 28" | 21" x 28" | 19.5" x 26" | 19" x 24" |

Tractive Effort | 29155 lbs | 30870 lbs | 29155 lbs | 26678 lbs | 18411 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.47 | 4.03 | 4.41 | 4.31 | 5.24 |

Heating Ability | |||||

Firebox Area | 194 sq. ft | 137 sq. ft | 136.30 sq. ft | 137.10 sq. ft | |

Grate Area | 34.90 sq. ft | 44 sq. ft | 44 sq. ft | 29 sq. ft | 28.50 sq. ft |

Evaporative Heating Surface | 2410 sq. ft | 2656 sq. ft | 2655 sq. ft | 2122 sq. ft | 1742 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2410 sq. ft | 2656 sq. ft | 2655 sq. ft | 2122 sq. ft | 1742 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 214.71 | 236.62 | 236.53 | 236.12 | 221.18 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 6980 | 8800 | 8800 | 5800 | 4560 |

Same as above plus superheater percentage | 6980 | 8800 | 8800 | 5800 | 4560 |

Same as above but substitute firebox area for grate area | 38800 | 27400 | 27260 | 0 | 21936 |

Power L1 | 7227 | 6747 | 7134 | 0 | 5260 |

Power MT | 366.55 | 358.71 | 366.70 | 0 | 360.51 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | F-5/F-6 | F-7 | F-8 | Fs-16 | Fs-17 |

Locobase ID | 2645 | 2640 | 2641 | 6491 | 5160 |

Railroad | Eastern Tennessee Valley & Georgia (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) | Georgia Southern & Florida (SRS) |

Country | USA | USA | USA | USA | USA |

Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |

Number in Class | 3 | 4 | 10 | 1 | 9 |

Road Numbers | 252-254 | 915-918 | 919-928 | 1113 | 175-182/1114, 8250-8257 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 3 | 4 | 10 | 1 | 9 |

Builder | Schenectady | Burnham, Williams & Co | Burnham, Williams & Co | Baldwin | Baldwin |

Year | 1890 | 1903 | 1907 | 1914 | 1914 |

Valve Gear | Stephenson | Walschaert | Southern | Southern | |

Locomotive Length and Weight | |||||

Driver Wheelbase | 12.50' | 13' | 12.50' | 11.75' | 15' |

Engine Wheelbase | 49.58' | 23.46' | 23' | 22' | 25.96' |

Ratio of driving wheelbase to overall engine wheebase | 0.25 | 0.55 | 0.54 | 0.53 | 0.58 |

Overall Wheelbase (engine & tender) | 52.21' | 51.77' | 49.92' | 61.33' | |

Axle Loading (Maximum Weight per Axle) | 52300 lbs | ||||

Weight on Drivers | 92000 lbs | 111720 lbs | 100100 lbs | 109200 lbs | 147200 lbs |

Engine Weight | 116000 lbs | 148460 lbs | 130550 lbs | 147800 lbs | 192250 lbs |

Tender Light Weight | 92800 lbs | 108000 lbs | 120800 lbs | 92100 lbs | 147750 lbs |

Total Engine and Tender Weight | 208800 lbs | 256460 lbs | 251350 lbs | 239900 lbs | 340000 lbs |

Tender Water Capacity | 4200 gals | 5000 gals | 6000 gals | 4600 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 8 tons | 12 tons | |||

Minimum weight of rail (calculated) | 51 lb/yard | 62 lb/yard | 56 lb/yard | 61 lb/yard | 82 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 62" | 69" | 68" | 62" | 68" |

Boiler Pressure | 150 psi | 200 psi | 160 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 19" x 24" | 19" x 26" | 19" x 24" | 19" x 26" | 21" x 28" |

Tractive Effort | 17817 lbs | 23125 lbs | 17328 lbs | 25736 lbs | 30870 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.16 | 4.83 | 5.78 | 4.24 | 4.77 |

Heating Ability | |||||

Firebox Area | 158 sq. ft | 125.90 sq. ft | 128 sq. ft | 168 sq. ft | |

Grate Area | 28.50 sq. ft | 28 sq. ft | 27.20 sq. ft | 38.50 sq. ft | 49 sq. ft |

Evaporative Heating Surface | 1758 sq. ft | 2130 sq. ft | 1738 sq. ft | 2163 sq. ft | 2268 sq. ft |

Superheating Surface | 462 sq. ft | ||||

Combined Heating Surface | 1758 sq. ft | 2130 sq. ft | 1738 sq. ft | 2163 sq. ft | 2730 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 223.22 | 249.65 | 220.68 | 253.51 | 202.06 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4275 | 5600 | 4352 | 7700 | 9800 |

Same as above plus superheater percentage | 4275 | 5600 | 4352 | 7700 | 11466 |

Same as above but substitute firebox area for grate area | 0 | 31600 | 20144 | 25600 | 39312 |

Power L1 | 0 | 7871 | 5451 | 6789 | 14673 |

Power MT | 0 | 465.97 | 360.16 | 411.19 | 659.27 |

Specifications by Steve Llanso of Sweat House Media | |
---|---|

Class | R H Isbell |

Locobase ID | 15877 |

Railroad | Talladega & Coosa Valley (SRS) |

Country | USA |

Whyte | 4-6-0 |

Number in Class | 2 |

Road Numbers | 6/N-6 |

Gauge | 3' |

Number Built | 2 |

Builder | Burnham, Parry, Williams & Co |

Year | 1886 |

Valve Gear | Stephenson |

Locomotive Length and Weight | |

Driver Wheelbase | 11.67' |

Engine Wheelbase | 20.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.57 |

Overall Wheelbase (engine & tender) | 35.12' |

Axle Loading (Maximum Weight per Axle) | |

Weight on Drivers | 44000 lbs |

Engine Weight | 58000 lbs |

Tender Light Weight | 27600 lbs |

Total Engine and Tender Weight | 85600 lbs |

Tender Water Capacity | 1200 gals |

Tender Fuel Capacity (oil/coal) | |

Minimum weight of rail (calculated) | 24 lb/yard |

Geometry Relating to Tractive Effort | |

Driver Diameter | 40" |

Boiler Pressure | 135 psi |

Cylinders (dia x stroke) | 14" x 20" |

Tractive Effort | 11246 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.91 |

Heating Ability | |

Firebox Area | |

Grate Area | 12.50 sq. ft |

Evaporative Heating Surface | |

Superheating Surface | |

Combined Heating Surface | 0 |

Evaporative Heating Surface/Cylinder Volume | |

Computations Relating to Power Output (More Information) | |

Robert LeMassena's Power Computation | 1688 |

Same as above plus superheater percentage | 1688 |

Same as above but substitute firebox area for grate area | 0 |

Power L1 | 0 |

Power MT | 0 |

*Southern Railway System, Steam Locomotives and Boats*by Richard E. Prince, Published by Richard E. Prince.- Southern Railway Historical Association

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