These two later Consolidations had Alco works #54632 and 54635.
The Tennessee Central was the brainchild of Nashville railroader and investor Jere Baxter (who had presided over the Memphis & Charleston RR at one point). Eastern Tennessee was unserved by railroads at the turn of 20th Century and Baxter sought to remedy that by connecting Nashville with Knoxville. Baxter's hope was to exploit the coal and timber resources lying on and under the Cumberland Plateau.
The railroad's profile consisted of a climb out of the Nashville bowl in the Central Basin and over the Highland Rim (at Cookesville 60 miles away). This section had already been built by Alexander Crawford in the 1880s, an effort that ended with his death in 1890.
Baxter took up the cudgels in 1893 and extended the line east, ultimately to Emory Gap, not quite to Knoxville (the line later inched further to connect with the Southern at Harriman). He also sought to strike out west from Nashville and here he excited the protective instincts of both the Louisville & Nashville and the Southern. The L & N refused the TC permission to use its new Union Station in Nashville, while the Southern built a terminal in Knoxville for its exclusive use.
Baxter lost money in the Panic of 1893, put together a new syndicate to rejuvenate the TC in 1897. By his death in 1904, the Western Division was complete to Hopkinsville, Kentucky, 95 miles northwest of Nashville. Much of the work had had to be performed under stringent budgetary constraints, which resulted in steeper grades, tighter curves and lighter ballast than he might have liked. Still, although much of his network was never completed and the railroad struggled with profitability most of its life, the TC served a purpose and remained more or less independent until 1968. (Locobase wonders whether the NC & StL (the Dixie Line) ever considered taking over the TC -- it would offered a good fit.)
Several websites offer information about the TC. When accessed on 20 December 2005, they were:
tennesseeencyclopedia.net/imagegallery.php?EntryID-R008 (an entry written by Carroll Van West of Middle Tennessee State University)
http://www.tcry.org/tc/history.htm . J Allen Hicks' detailed account of the construction of the railway that includes a detailed time line.
This is a relatively early Consolidation on the TC (see Locobase 7344 for a short history of this interesting road). The diagram doesn't show firebox heating surface. Brooks delivered this engine from its Dunkirk works in November 1899; works number was 5362.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Tennessee Central||Tennessee Central|
|Number in Class||2||1|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.62|
|Overall Wheelbase (engine & tender)||57.62'||63.62'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||144500 lbs||152600 lbs|
|Engine Weight||165000 lbs||172340 lbs|
|Tender Light Weight||107200 lbs||107200 lbs|
|Total Engine and Tender Weight||272200 lbs||279540 lbs|
|Tender Water Capacity||7000 gals||7000 gals|
|Tender Fuel Capacity (oil/coal)||10 tons||10 tons|
|Minimum weight of rail (calculated)||60 lb/yard||64 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||185 psi||190 psi|
|Cylinders (dia x stroke)||20" x 26"||22" x 28"|
|Tractive Effort||28691 lbs||39794 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.04||3.83|
|Firebox Area||173 sq. ft|
|Grate Area||32.80 sq. ft||32.30 sq. ft|
|Evaporative Heating Surface||2188 sq. ft||2164 sq. ft|
|Combined Heating Surface||2188 sq. ft||2164 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||231.44||175.66|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6068||6137|
|Same as above plus superheater percentage||6068||6137|
|Same as above but substitute firebox area for grate area||32005||0|