Produced as one of a pair (the other going to the Elkin & Alleghany and shown in Locobse 13193), the 10 stayed on the rails to which it was delivered for decades. Only in June 1948 was it sold to the Atlantic & Western of Sanford, NC and renumbered 12. At this point, the 12 was reunited with its production-line companion, which now bore A & W's number 10.
Although it was soon retired, the 12 was not scrapped. Rather, it was donated in 1966 to Sanford's Rail House Historical Association, which put it on display.
Consolidations of no special note, this class of engines toiled for the N & S for almost 40 years. They were bought with 1% grades on 60-lb rail in mind.
Works numbers were
A low-drivered Consolidation with 12"-diameter piston valves. Profile included stubby flared stack, rounded domes. The E-2 class actually consisted of 14 locomotives built in 3 batches as follows:
Engine Tractive effort Year
204-206 172,525 34,986 1910 (BP at 190 lb psi) with a saturated boiler; See Locobase 13542.
The next batch introduced superheating to the class and dropped the BP slightly.
207-211 172,525 36,800 1913
Works numbers were 40096-40100 in June 1913.
In the last batch, the engine added almost 7,000 lb in weight.
212-217 179,350 36,800 1916
Works numbers were 42925-42930 in February 1916.
A classic Consolidation with 57" drivers and 12" (305 mm) piston valves. Profile included stubby flared stack, rounded domes. Baldwin's specs included the requirement that the valve gear be of the "Improved" Walschaert type. Meaning? "Gear to have benefit of best refinement of design and application of materials to effect lightness in weight without sacrifice of strength."
Tender capacity as specified was 10 tons of coal, but that soon increased to the 12 1/2 tons shown in Locobase. Although the tender's design number and construction details remained the same throughout the production run, those for road numbers 532-542 weighed 142,800 lb(64,773 kg) loaded while those behind road numbers 227-231 and 543-545 weighed 145,000 lb (65,771 kg).
After two decades in NS service, the railroad sold seven of the class to the Nacional de Mexico in August 1948 where they were renumbered 1650-1656 (ex-534-537, 531-532, 540). In the midst of later retirements, the NS sold 539 to the NdeM as their 202. The rest were retired in 1952-1953.
The first five were numbered 227-231 on delivery and renumbered as shown in the specs in 1923. The other locomotives were delivered as 532-545.
Eight of these engines later went to the Nacional de Mexico as their class GR-48 Asarco (as well as 539 for parts), from which diagrams most of the data is extracted. The others were retired beginning in December 1951 (543). After the bulk was retired in 1952-1953, three (538, 542, 544) were scrapped in January 1954.
|Specifications by Steve Llanso of Sweat House Media|
|Class||10 / E-1||E-2 - saturated||E-2 - superheated||E-3|
|Railroad||Raleigh & Southport (NS)||Norfolk Southern (NS)||Norfolk Southern (NS)||Norfolk Southern (NS)|
|Number in Class||1||3||11||19|
|Road Numbers||10 / 99 / 203||120-122 / 204-206||207-217||527-545|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.66||0.65||0.68|
|Overall Wheelbase (engine & tender)||58.87'|
|Axle Loading (Maximum Weight per Axle)||41350 lbs||44770 lbs|
|Weight on Drivers||128000 lbs||144000 lbs||158150 lbs||168390 lbs|
|Engine Weight||144000 lbs||162000 lbs||179350 lbs||191430 lbs|
|Tender Light Weight||120000 lbs||142800 lbs||148800 lbs|
|Total Engine and Tender Weight||282000 lbs||322150 lbs||340230 lbs|
|Tender Water Capacity||4500 gals||6000 gals||7500 gals||7500 gals|
|Tender Fuel Capacity (oil/coal)||8 tons||8 tons||10 tons||12.5 tons|
|Minimum weight of rail (calculated)||53 lb/yard||60 lb/yard||66 lb/yard||70 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||180 psi||185 psi||200 psi|
|Cylinders (dia x stroke)||20" x 24"||21" x 28"||21" x 28"||22" x 28"|
|Tractive Effort||32640 lbs||33737 lbs||34674 lbs||40418 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.92||4.27||4.56||4.17|
|Firebox Area||155 sq. ft||151 sq. ft||159 sq. ft||182 sq. ft|
|Grate Area||30 sq. ft||40 sq. ft||40 sq. ft||46.70 sq. ft|
|Evaporative Heating Surface||2033 sq. ft||2710 sq. ft||1882 sq. ft||2277 sq. ft|
|Superheating Surface||387 sq. ft||528 sq. ft|
|Combined Heating Surface||2033 sq. ft||2710 sq. ft||2269 sq. ft||2805 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||232.96||241.43||167.67||184.83|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6000||7200||7400||9340|
|Same as above plus superheater percentage||6000||7200||8658||11115|
|Same as above but substitute firebox area for grate area||31000||27180||34416||43316|