Hocking Valley / Chicago, Cincinnati & Louisville / Chesapeake & Ohio 4-6-0 "Ten-Wheeler" Type Locomotives

Data from table in the July 1890 issue of RREJ. The article noted that these were passenger 10-wheelers intended for heavy grades. The "vestibule" train for which it was expressly designed had 9 cars and was to be moved over the section at an average of 32 mph. This was a large 4-6-0 for its time as far as heating surface area goes.

As usual with Railroad Journal assessments, the new design was reported to be fulfilling expectations just fine.

Class F-11 (Locobase 7856)

Data from C&O 9-1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Other than having a relatively large firebox heating surface, these Ten-wheelers were of about average size for a US mixed-traffic 4-6-0 of the turn of the century. Their cylinder volume was on the small side, which meant it was likely that the boiler provided more than ample steam on starting. The smallish grate probably limited the ability of the design to run at even moderate speeds for long periods.

Class T-1 / F-12 (Locobase 6461)

See the article " Hocking Valley/C&O Ten-Wheelers" by Thomas W Dixon, Jr. in the Chesapeake & Ohio Historical Magazine (June 2004), accessed on http://www.findarticles.com/p/articles/mi_qa3943/is_200406/ai_n9410620

Dixon explains that the HV needed more powerful passenger engines for their main line between Toledo and Columbus, Ohio. Although more and more railroads had adopted some form of superheating, especially for passenger locomotives, the HV's GJ De Vilbiss specified slide valves and saturated steam.

Dixon comments that, although these were relatively modestly proportioned machines, their appearance "...was excellent, a small, neat, compact, well-proportioned locomotive." He explains that the high factor of adhesion helped the trio keep a schedule that called for 9 regular and 6 flag stops in a 122-mile run that was booked for 3 hours 50 minutes. This timing included sections of 60-mph running.

In later years, the T-1s were modified with 8" piston valves and Baker valve gear. When the HV merged with the Chesapeake & Ohio in 1930, the T-1s became F-12s; within 5 years all three had been scrapped. See Locobase 6462 for the superheated T-2s that entered service two years after the T-1s.

Class T-2 / F-13 (Locobase 6462)

See the article " Hocking Valley/C&O Ten-Wheelers" by Thomas W Dixon, Jr. in the Chesapeake & Ohio Historical Magazine (June 2004).

This quartet, which were essentially superheated T-1s (Locobase 6461), was assembled from two batches: 89-90 (works # 51732-51733) came from Brooks in 1912, while 91-92 (works # 54304-305) came from Richmond. They weighed about a ton more. Dixon doesn't comment on the difference in the firebox heating surface, which is considerable. It's possible that T-1s had arch tubes that were deleted from the T-2s to simplify maintenance.

When the HV merged with the C&O in 1930, 92 was almost immediately scrapped. The other 3 survived on their original turf until the late 40s when age and shrinking passenger-train demand rendered them surplus.

Specifications
Class		F-11	T-1 / F-12	T-2 / F-13
Locobase ID	5420	7856	6461	6462
Railroad	Chesapeake & Ohio (C & O)	Chicago, Cincinnati & Louisville (C&O)	Hocking Valley (C&O)	Hocking Valley (C&O)
Whyte	4-6-0	4-6-0	4-6-0	4-6-0
Road Numbers		375-387	86-88	89-92
Gauge	Std	Std	Std	Std
Builder	Rogers	Burnham, Williams & Co	Alco-Brooks	Alco
Year	1890	1902	1910	1912
Valve Gear	Stephenson	Stephenson	Walschaert	Baker
	Locomotive Length and Weight
Driver Wheelbase		14.08'	14.33'	14.33'
Engine Wheelbase		24.25'	26.08'	26.08'
Ratio of driving wheelbase to overall engine wheebase		0.58	0.55	0.55
Overall Wheelbase (engine & tender)		54.58'	56.56'	56.56'
Axle Loading (Maximum Weight per Axle)
Weight on Drivers	102800 lbs	115000 lbs	142000 lbs	142500 lbs
Engine Weight	137200 lbs	143500 lbs	188650 lbs	188000 lbs
Tender Light Weight	72000 lbs	136310 lbs	143900 lbs	143000 lbs
Total Engine and Tender Weight	209200 lbs	279810 lbs	332550 lbs	331000 lbs
Tender Water Capacity	3500 gals	7000 gals	7000 gals	7000 gals
Tender Fuel Capacity (oil/coal)		12.5 tons	13 tons	13 tons
Minimum weight per yard of rail on which locomotive could run	57.11 lb rail	63.89 lb rail	78.89 lb rail	79.17 lb rail
	Geometry Relating to Tractive Effort
Driver Diameter	62"	62"	72"	73"
Boiler Pressure	170 psi	180 psi	200 psi	180 psi
Cylinders (dia x stroke)	20" x 24"	19" x 26"	20" x 26"	21" x 26"
Tractive Effort	22374 lbs	23162 lbs	24556 lbs	24031 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort)	4.59	4.97	5.78	5.93
	Heating Ability
Firebox Area	188 sq. ft	188 sq. ft	273 sq. ft	154.20 sq. ft
Grate Area	30 sq. ft	24.90 sq. ft	52 sq. ft	51.90 sq. ft
Evaporative Heating Surface	2110	2352	2597	2081
Superheating Surface				418
Combined Heating Surface	2110	2352	2597	2499
Evaporative Heating Surface/Cylinder Volume	241.79	275.66	274.70	199.66
	Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation	5100	4482	10400	9342
Same as above plus superheater percentage	5100	4482	10400	10904.61
Same as above but substitute firebox area for grate area	31960	33840	54600	32398.66
Power L1	6139.62	7176.56	10058.11	13896.97
Power MT	395.01	412.74	468.47	645.00