Charleston & Western Carolina 4-4-0 "American" Locomotives in the USA

Class Details by Steve Llanso of Sweat House Media

Class 113 (Locobase 12255)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 21, p. 128. Railroad information for the August 1993 roster prepared by Copeland and supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Chris Hohl for his 25 October 2021 email supplying the engine-and-tender wheelbase.) Works number was 15720 in February 1898.

The most important predecessor to the C&WC was the Port Royal & Augusta Railway, an 1878 reorganization of the Port Royal Railroad. The PRRR had been funded by the Georgia Railroad & Banking Company to build a 112-mile (180 km) line from Port Royal, South Carolina with Augusta in Georgia. Its passage through the rural Deep South inspired its nickname "Magnolia Route".

The GR&BC combined the PR&A with the Augusta & Knoxville in 1881, calling the result the Port Royal & Western. Copeland noted that despite the amalgamation, "the PR&A always operated its own locomotives". In an 1896 reorganization, the two were finally merged as the C&WC, which in turn came under Atlantic Coast Line control in 1897. (See Locobase 12254 for further discussion of the reasons for the takeover.

It was at that time that the C&WC bought this typical Eight-wheel mixed-traffic locomotive. The railway reported 12 deg curves and 1 1/2% grades on the main line and 18 deg curves in the yard. The stack betrayed Southern Railway influence as it was manufactured in the Atlantic & Danville style. (Oil cups followed Southern Railway standard.)

But the tradition of independence continued as the CW&C continued to operate independently for decades.

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID12255
RailroadCharleston & Western Carolina
Number in Class1
Road Numbers113
Number Built1
BuilderBurnham, Williams & Co
Valve GearStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.33 / 2.54
Engine Wheelbase (ft / m)22.33 / 6.81
Ratio of driving wheelbase to overall engine wheelbase 0.37
Overall Wheelbase (engine & tender) (ft / m)45.83
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)58,000 / 26,308
Engine Weight (lbs / kg)90,000 / 40,823
Tender Loaded Weight (lbs / kg)70,000 / 31,752
Total Engine and Tender Weight (lbs / kg)160,000 / 72,575
Tender Water Capacity (gals / ML)3500 / 13.26
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)48 / 24
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)62 / 1575
Boiler Pressure (psi / kPa)180 / 12.40
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x610
Tractive Effort (lbs / kg)17,116 / 7763.70
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.39
Heating Ability
Tubes (number - dia) (in / mm)188 - 2" / 51
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)10.92 / 3.33
Firebox Area (sq ft / m2)113.75 / 10.57
Grate Area (sq ft / m2)16.40 / 1.52
Evaporative Heating Surface (sq ft / m2)1151 / 106.97
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1151 / 106.97
Evaporative Heating Surface/Cylinder Volume182.41
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation2952
Same as above plus superheater percentage2952
Same as above but substitute firebox area for grate area20,475
Power L15069
Power MT385.35

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Wes Barris