These were the first Pacifics on the Clinchfield (more formally the Carolina, Clinchfield, and Ohio). The P-1s had inside valves and outside valve gear, an extended smokebox, spread domes with the bell between, and coned second course to the boiler. The AERJ report comments on the balance needed to deliver good passenger power in a discussion that anticipates many of the goals later set by Lima's Woolard in the Super-power revolution of the 1920s:
"A large theoretical tractive effort on ...any locomotive ...is meaningless unless it is backed up by sufficient boiler capacity to make it available at other than very low speeds. This feature in this case is well taken care of ...by the large size of the boiler and the liberal spacing of the flues. The BD factor of 625 and a ratio of heating surface to cylinder volume of 283 do not clearly indicate the probable steam making capacity of the boiler."
But the writer did not acknowledge the now-rapid growth in superheater applications and still saw things in a saturated perspective. Noting the large extended wagon top boiler's considerable girth at both the front end and the length and number of tubes, he concluded : "...it is evident that with a good grade of fuel it will be possible to make and free all the steam necessary and that the steam storage space is sufficient to furnish a reasonable dry supply for the cylinders." In the case of the P-1, this facility must have been abetted by the large 15" diameter piston valves.
They served until 1951 and were never superheated.
Firebox heating surface included 30 sq ft of arch tubes.
As might be expected on a mountain-profiled coal railroad, these passenger-type Pacifics also pulled fast freights. They followed an earlier group of three that had smaller cylinders.
Railway Age noted the hilly terrain over which they had to operate and said that passenger engines in such service "must have capacity to maintain a high drawbar pull for sustained periods, rather than the ability to run at unusually high speeds." This meant high tractive effort and a boiler big enough to supply steam even for long periods of late-cutoff operation. Note the relatively generous superheat and the relatively high cross-sectional area of the tubes and flues compared to the grate area (the A/S ratio).
No complaints here; the engines ran until 1953.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Carolina, Clinchfield & Ohio (Clinchfield)||Carolina, Clinchfield & Ohio (Clinchfield)|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.37||0.38|
|Overall Wheelbase (engine & tender)||66.21'||66.94'|
|Axle Loading (Maximum Weight per Axle)||52500 lbs||60300 lbs|
|Weight on Drivers||152900 lbs||176900 lbs|
|Engine Weight||233050 lbs||280300 lbs|
|Tender Light Weight||151950 lbs||154600 lbs|
|Total Engine and Tender Weight||385000 lbs||434900 lbs|
|Tender Water Capacity||8000 gals||8000 gals|
|Tender Fuel Capacity (oil/coal)||14 tons||14 tons|
|Minimum weight of rail (calculated) on which locomotive could run||85 lb/yard||98 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||190 psi||200 psi|
|Cylinders (dia x stroke)||23" x 30"||25" x 30"|
|Tractive Effort||37145 lbs||46196 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.12||3.83|
|Firebox Area||192 sq. ft||238 sq. ft|
|Grate Area||54 sq. ft||53.80 sq. ft|
|Evaporative Heating Surface||4095 sq. ft||3982 sq. ft|
|Superheating Surface||955 sq. ft|
|Combined Heating Surface||4095 sq. ft||4937 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||283.86||233.63|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||10260||10760|
|Same as above plus superheater percentage||10260||12804|
|Same as above but substitute firebox area for grate area||36480||56644|