Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 40, p.10. See description of the Texas Southeastern in Locobase 12821. Works number was 35872 in January 1911.Apparently satisfied with the size of the Ten-wheeler's boiler as delivered in the #9 (Locobase 12823), the TSE merely extended the stroke two inches on its next oil-burner. There were detail issues, however, as noted in #10's specs. For example, the ash pan slides weren't wide enough for "sufficient lap to close opening in the pan."; the company had to widen them. Also, the pan fit too tightly against the mud ring and didn't allow for air to circulate around the top of the pan. This led to some burn through of the 3 grate bars that lay immediatedly over the part of the ash pan that was over the rear axle. #10 was to have 4" more space under the 3 grate bars. The TSE ordered a superheated "duplicate" in 1920; see Locobase 12855.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University C - 6536 as archived at The History Center of Diboll, Texas at , last accessed 12 February 2012. See also the HC's history of 13 at  and DeGolyer, Vol 65, p. 307+. Works number was 53599 in August 1920.The specifications state that this superheated Ten-wheeler duplicated "Baldwin Class 10 30 D 609, Road No. 10 [Locobase 12824], except where otherwise specified." Many changes were in fact specified simply because of the substitution of a mixed-flue boiler. The original printed description showed this engine with 18" cylinders, but page 3 shows a penciled correction to 19". The then-high price of oil caused the TSE to convert the firebox for coal burning. Also according to the HC history, SPLCo really wanted to step in power and buy a 2-8-2, but that was vetoed by the Cotton Belt on account of some lightly built bridges. If the company felt at all aggrieved about the nearly $33,000 they had to pay for a Ten-wheeler, the disappointment must have faded as the 13 proved lucky and long-lived. Its last run came in 1964. Owned by the Southern Pine Lumber Company for its entire career, the 13 was put on display at the History Center of Diboli after its retirement. At first looking a bit worse for wear, the 13 was twice cosmetically restored, the second time in 2002 to its 1930s appearance. NB: All heating surfaces in the spec are calculated estimates. As reported on the first page of the specification, the boiler first held 151 2"tubes and 21 5 3/8" flues for the superheater and the heating surface were calculated to be 1,491 evaporative, 295 superheater; grate area was given as 25 sq ft. But the 10 32 D 1299 Specification Card also included in the specs and dated 6 September 1920 shows 140 2" tubes, 22 5 3/8" flues, and a 24.8 sq ft grate. Given that the tube length is the same and the boiler otherwise unchanged, Locobase calculated the difference in surface areas based on the trade off of 11 small tubes for 1 flue.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 28, p. 84. See description of the Texas Southeastern in the invaluable Handbook of Texas Online at , last accessed 4 July 2011. Also see Diboli's online History Center at ; Very much worth a long look.Works number was 26389 in September 1905. NB:This is one of four different entries for identical light-footed Ten-wheelers bought for short line use in 1904-1906l; one of the orders specified smaller 50" (1,270 mm) drivers. Locobase numbers are 12969, 12870, 12720, and 12820. As the Handbook points out, the TSE is one of the very few shortlines built during the East Texas lumber boom to have survived. It credits the company's commitment to sustainable cutting of timber as well as the development of ancillary industries in Diboli and Lufkin. Its core was the 18 miles from Diboli, Tex northward to Neff and a 10-mile branch from Blix to Lufkin. Its single mixed-train run each day for 40 years contributed most to its more derisive nicknames - Take It Slow & Easy or Tattered, Shattered, and Expired. This small Ten-wheeler was one of a few that provided the motive power. It was very similar in almost all respects to the #5 that Baldwin supplied to the Bloomsburg & Sullivan in Pennsylvania in the same year; see Locobase 12748. When the TSE retired the 5 in 1951, it worked for another 4 years for Urbana Gravel before it was scrapped.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 30, p. 157. See description of the Texas Southeastern in Locobase 12821. Works number was 29840 in December 1906.Locobase supposes that the TSE recanted on its desire for high-pressure action evident in the #6 Mogul in favor of a more typical and probable tractable Ten-wheeler of very similar dimensions. In addition to exchanging the two-wheel truck for a 4-wheel bogie, the design featured longer boiler tubes Tractive effort rose slightly while adhesion weight changed little, so the factor of adhesion looks even more slippery at 3.72. The 7 later worked for parent company Temple Lumber, then was sold to Sand & Gravel Company (no frills here) by 1942.
Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 28, p. 85. See description of the Texas Southeastern in Locobase 12821. Works number was 35872 in January 1911.Locobase easily pictures this small oil-burning Ten-wheeler providing the motive power on the Tattered, Shattered & Expired's one mixed-train per day. Its size reflects the TSE's arrival as a common-carrier railroad. Texas South-Eastern's parent, the Southern Pine Lumber Company, sold the 9 to the Gulf Refining Company.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Railroad||Texas South-Eastern||Texas South Eastern||Texas South-Eastern||Texas South-Eastern||Texas South-Eastern|
|Number in Class||1||1||1||1||1|
|Builder||Baldwin||Baldwin||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||12 / 3.66||12 / 3.66||12.83 / 3.91||12 / 3.66||12 / 3.66|
|Engine Wheelbase (ft / m)||23.12 / 7.05||23.12 / 7.05||22.98 / 7||21.62 / 6.59||23.12 / 7.05|
|Ratio of driving wheelbase to overall engine wheelbase||0.52||0.52||0.56||0.56||0.52|
|Overall Wheelbase (engine & tender) (ft / m)||54.96 / 16.75|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||107,000 / 48,534||109,000 / 49,442||75,000 / 34,019||64,000 / 29,030||103,000 / 46,720|
|Engine Weight (lbs / kg)||134,000 / 60,781||134,000 / 60,781||100,000 / 45,359||88,000 / 39,916||129,000 / 58,513|
|Tender Loaded Weight (lbs / kg)||100,000 / 45,359||111,000 / 50,349||60,000 / 27,216||50,000 / 22,680||100,000 / 45,359|
|Total Engine and Tender Weight (lbs / kg)||234,000 / 106,140||245,000 / 111,130||160,000 / 72,575||138,000 / 62,596||229,000 / 103,872|
|Tender Water Capacity (gals / ML)||5500 / 20.83||5500 / 20.83||3000 / 11.36||2500 / 9.47||5000 / 18.94|
|Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)||2500 / 9463|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||59 / 29.50||61 / 30.50||42 / 21||36 / 18||57 / 28.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||56 / 1422||56 / 1422||56 / 1422||48 / 1219||56 / 1422|
|Boiler Pressure (psi / kPa)||200 / 13.80||200 / 13.80||200 / 13.80||180 / 12.40||200 / 13.80|
|High Pressure Cylinders (dia x stroke) (in / mm)||18" x 26" / 457x660||19" x 26" / 483x660||16" x 24" / 406x610||15" x 24" / 381x610||18" x 24" / 457x610|
|Tractive Effort (lbs / kg)||25,573 / 11599.73||28,493 / 12924.22||18,651 / 8459.96||17,213 / 7807.69||23,606 / 10707.51|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.18||3.83||4.02||3.72||4.36|
|Tubes (number - dia) (in / mm)||228 - 2.25" / 57||140 - 2" / 51||178 - 2" / 51||150 - 2" / 51||228 - 2.25" / 57|
|Flues (number - dia) (in / mm)||22 - 5.375" / 137|
|Flue/Tube length (ft / m)||13.25 / 4.04||12.42 / 3.79||12.23 / 3.73||11.67 / 3.56||13.25 / 4.04|
|Firebox Area (sq ft / m2)||152 / 14.13||154 / 14.31||90 / 8.36||82.60 / 7.68||152 / 14.13|
|Grate Area (sq ft / m2)||25 / 2.32||25 / 2.32||15.50 / 1.44||12.97 / 1.21||25 / 2.32|
|Evaporative Heating Surface (sq ft / m2)||1919 / 178.35||1475 / 137.08||1222 / 113.57||992 / 92.19||1919 / 178.35|
|Superheating Surface (sq ft / m2)||340 / 31.60|
|Combined Heating Surface (sq ft / m2)||1919 / 178.35||1815 / 168.68||1222 / 113.57||992 / 92.19||1919 / 178.35|
|Evaporative Heating Surface/Cylinder Volume||250.52||172.92||218.60||202.04||271.43|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5000||5000||3100||2335||5000|
|Same as above plus superheater percentage||5000||5950||3100||2335||5000|
|Same as above but substitute firebox area for grate area||30,400||36,652||18,000||14,868||30,400|