Relatively lightweight Pacific class that capped the Florida East Coast's acquisition of 87 4-6-2s of similar dimension from 1907-1922. Fitted with 11" (279 mm) piston valves. 141-157 were superheated when produced in 1920-1922; earlier locomotives, procured in 1910-1917, were all superheated to the same standard.
One of these oil burners operated out on Henry Flagler's Florida Keys viaduct and just made it off the exposed line before the 1938 Hurricane swept the entire line away.
Most of these engines were sold to other railroads in the late 30s-early 40s.
Drury's full list of FEC transfers (Drury, 1993, pp. 185-186) can be summarized as follows:
FEC road numbers Dates of transfer Acquiring road numbers
101, 103, 105, 108, 110-112,
115, 117-123, 125 1930 Atlanta, Birmingham & Coast
109 1930 Louisiana & Arkansas 309
127-129, 132-135, 144 1934-1937 Georgia & Florida 501-508
149, 151-152 156 1941 G & F 509-512
130 1934-1937 Georgia Northern
131, 142-143, 145-146, 154 1934-1935 Atlanta & St Andrews Bay
136, 141 1936, 1935 Savannah & Atlanta 752, 751
150, 155 1942 Appalachicola Northern 510, 515
157 1941 Columbia, Newberry & Laurens
Twelve of the AB & C engines later were renumbered by the Atlantic Coast Line, three of the AB & Cs (76, 78, and 85) went to the Appalachicola Northern as 301, 300, and 302, respectively, both of the AN's acquistions wound up as Kansas City, Mexico & Orient engines 152-153, and one of the A & St AB locomotives was sold to the CN & L as their 154.
Alco-Schenectady works numbers for some in the class included:
50143-50147 (road 98-102) in 1911
53892-53903 (road 103-114) in 1911
60167-60171 in 1920
The first in a long line of FEC Pacifics over a 15-year period. The American Engineer & Railroad Journal (February 1908) noted that using the Walschaerts valve motion on the Pacific wheel arrangement offered difficulties because the front driving axle was so close to the cylinder. The article described Schenectady's solution was "one of the simplest and the best".
These batches - delivered between 1907 and 1910 - were followed by several dozen more. Other than an increase in cylinder diameter to 22" and the introduction of superheating, all of the locomotives were very similar in size and weight. (See Locobase 11033 for the superheated version of this class and Locobase 3138 for the 22" version.)
As noted in 5716, this class originally was delivered with saturated-steam boilers. When the FEC superheated them, they retained the essentials of the original design in most cases and simply swapped tubes for flues. 5 engines (65, 80, 83, 90, 96) received 22" cylinders; their specs closely resembled those of the later class shown in Locobase 3138.
Most were scrapped in 1929-1930, although #69 and 88 went to the Georgia Northern in 1930 as their 106 and 108, 80 traveled to the Savannah & Atlanta in 1935 as their engine #750, and the 96 ended up as Georgia & Florida 500 in 1941.
|Specifications by Steve Llanso of Sweat House Media|
|Class||151 - superheated||65||65 - superheated|
|Railroad||Florida East Coast||Florida East Coast||Florida East Coast|
|Road Numbers||98-136, 141-157||65-74, 77-97||66-74, 77-79, 81-82, 86-89+|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.38||0.38||0.38|
|Overall Wheelbase (engine & tender)||63.54'||60.17'||60.17'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||126500 lbs||125000 lbs||125000 lbs|
|Engine Weight||204000 lbs||198500 lbs||198500 lbs|
|Tender Light Weight||162000 lbs||141000 lbs||141000 lbs|
|Total Engine and Tender Weight||366000 lbs||339500 lbs||339500 lbs|
|Tender Water Capacity||7300 gals||6000 gals||6000 gals|
|Tender Fuel Capacity (oil/coal)||3500 gals||3500 gals||3500 gals|
|Minimum weight of rail (calculated) on which locomotive could run||70 lb/yard||69 lb/yard||69 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||200 psi||200 psi|
|Cylinders (dia x stroke)||22" x 26"||20" x 26"||20" x 26"|
|Tractive Effort||28314 lbs||26000 lbs||26000 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.47||4.81||4.81|
|Firebox Area||160 sq. ft||160.40 sq. ft||165 sq. ft|
|Grate Area||47.10 sq. ft||46.80 sq. ft||47.10 sq. ft|
|Evaporative Heating Surface||2111 sq. ft||2571 sq. ft||2112 sq. ft|
|Superheating Surface||440 sq. ft||442 sq. ft|
|Combined Heating Surface||2551 sq. ft||2571 sq. ft||2554 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||184.54||271.95||223.40|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||8478||9360||9420|
|Same as above plus superheater percentage||9919||9360||11021|
|Same as above but substitute firebox area for grate area||33696||32080||38610|