Four arch tubes contributed 23.8 sq ft (2.21 sq m) to the firebox heating surface. Inside-admission 12" (305 mm) piston valves supplied steam to the cylinders. A distinguishing difference between this nonet and the later W-1/W-2 engines (Locobase 7054) was the absence of external steam pipes entering the valves.
503-508 were retired before World War II. 505 was scrapped in August 1927, 503-504 went ten years later in September 1937 and 506-508 followed in October.
502 was retired in October 1946. 501 and 509 were both fitted with superheaters and remained in service. 509 finally retired in June 1953. 501 carried on even longer until retired in June 1958. It was later leased to Steamtown.
Arch tubes contributed 23.8 sq ft (2.11 sq m) to the firebox heating surface. This class differed from the earlier W (Locobase 7053) in having a superheater and slightly larger cylinders pressed to a slightly less intense degree. They had prominent steam pipes that entered the 12" (305 mm) piston valves from the top; the earlier Ws did not show these pipes. Tractive effort remained about the same.
The high slender boiler and big cab gave a rangy look to these fast freighters (for Consolidations). The last four W-2s were essentially duplicates of the W-1s.
Three of the class were scrapped before the US entered World War II. 517 was broken up in July 1936, class leader 510 went in April 1940, and 511 followed in November of the same year. The other sixteen carried on until the late 1940s with 518 going to the ferro-knacker in November 1949. Except for 519, which served as a stationary boiler at the Waterville shops, the others were all scrapped between 1950 and 1954.
F. Nelson Blount's Monadnock Steamtown and Northern Amusement, Inc, the MS&N, which was registered on 1 January 1961, bought the 519 in September 1963. After Blount's death, the Steamtown collection was transferred to Pennsylvania under the aegis of the National Park Service.
Richard Glueck reported on 7 September 2016 to the Railway Preservation News forum--http://www.rypn.org/forums/viewtopic.php?f=1&t=39755&start=15, last accessed 30 November 2016, that he "saw 519 at Scranton, a few months ago, squirreled away behind dead cars and looking like a good candidate for at least cosmetic refurbishment."
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Maine Central (MEC)||Maine Central (MEC)|
|Number in Class||9||19|
|Locomotive Length and Weight|
|Driver Wheelbase (ft)||17||17|
|Engine Wheelbase (ft)||25.50||25.50|
|Ratio of driving wheelbase to overall engine wheebase||0.67||0.67|
|Overall Wheelbase (engine & tender) (ft)||61.58||57.50|
|Axle Loading (Maximum Weight per Axle) (lbs)|
|Weight on Drivers (lbs)||167,500||172,500|
|Engine Weight (lbs)||192,000||198,000|
|Tender Loaded Weight (lbs)||156,000||136,100|
|Total Engine and Tender Weight (lbs)||348,000||334,100|
|Tender Water Capacity (gals)||7000||7000|
|Tender Fuel Capacity (oil/coal) (gals/tons)||12||11|
|Minimum weight of rail (calculated) (lb/yd)||70||72|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in)||63||63|
|Boiler Pressure (psi)||200||185|
|High Pressure Cylinders (dia x stroke) (in)||22" x 28"||23" x 28"|
|Tractive Effort (lbs)||36,569||36,971|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.58||4.67|
|Firebox Area (sq ft)||186||186.80|
|Grate Area (sq ft)||50.20||56.50|
|Evaporative Heating Surface (sq ft)||2928||2292|
|Superheating Surface (sq ft)||443|
|Combined Heating Surface (sq ft)||2928||2735|
|Evaporative Heating Surface/Cylinder Volume||237.68||170.23|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10,040||10,453|
|Same as above plus superheater percentage||10,040||12,125|
|Same as above but substitute firebox area for grate area||37,200||40,087|