Data from [] (reviewed 13 February 2004) and 1934 Maine Central locomotive tables supplied by Allen Stanley in May 2005 from his extensive Rail Data Exchange. See also [
] (23 May 2004) [
], last accessed 1 July 2017; and Chuck Collins, "Sandy River #4" in the "Prototype Information: the SR&RL locomotives' entry on The Maine On2 FAQ at [
], last accessed 6 July 2024. . Works numbers were 616 in October 1890 and 622 in May 1891.
A modified Hinkley Forney design, the two engines displayed the Forney's strengths and weaknesses. The 4 ran the SR's freight engine for a year. It then pulled passenger trains such as the Rangeley Express. Damaged in an 1897 engine house fire but repaired, the 4 suffered three derailments, the first on a plow train in 1903, then two rollover derailments, one in 1908 owing to excessive speed and a sceond in 1913 as the Sandy River & Rangeley Lakes #5.
Sidelined in 1916, the #5 was sold for scrap in 1919.
SR's #5 first hauled freight on the Phillips & Rangeley, suffering a rollover in 1892. It was damaged in the 1897 engine house fire, repaired, then hit by a standard-gauge engine in December. After a year's service as the Franklin & Megantic's freight engine, it settled into a role in 1900 as the F&M's passenger power for the next 25 years, ( In 1908, the consolidation of 2' lines led to its renumbering as Sandy River & Rangeley Lakes #6.) despite a rollover in 1917.
Beginning in 1925, the #6 went on standby for the Kennebec Central ast their #4 and the Wiscasset, Waterville & Farmington as their #9./ As each railroad closed in 1929 and 1933, erspectively, the 6 survived and was later sold to a private owner in 1937.
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | 4 |
Locobase ID | 1005 |
Railroad | Sandy River |
Country | USA |
Whyte | 0-4-4T |
Number in Class | 3 |
Road Numbers | 4-5/5-6 |
Gauge | 2' |
Number Built | 3 |
Builder | Portland |
Year | 1890 |
Valve Gear | |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 4.50 / 1.37 |
Engine Wheelbase (ft / m) | 16.21 / 4.94 |
Ratio of driving wheelbase to overall engine wheelbase | 0.28 |
Overall Wheelbase (engine & tender) (ft / m) | 16.21 / 4.94 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 22,000 / 9979 |
Engine Weight (lbs / kg) | 36,000 / 16,329 |
Tender Loaded Weight (lbs / kg) | |
Total Engine and Tender Weight (lbs / kg) | |
Tender Water Capacity (gals / ML) | 600 / 2.27 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 0.70 / 1 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 18 / 9 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 33 / 838 |
Boiler Pressure (psi / kPa) | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 10.5" x 14" / 267x356 |
Tractive Effort (lbs / kg) | 5566 / 2524.70 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.95 |
Heating Ability | |
Tubes (number - dia) (in / mm) | |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | |
Firebox Area (sq ft / m2) | |
Grate Area (sq ft / m2) | |
Evaporative Heating Surface (sq ft / m2) | |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | |
Evaporative Heating Surface/Cylinder Volume | |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | |
Same as above plus superheater percentage | |
Same as above but substitute firebox area for grate area | |
Power L1 | |
Power MT |