I’m not counting the early expeimental 2-4-0 or what ever it was. What models and wheel configurations did the have?
Hey Mr Mouse check this link you may be suprised!!
Thanks, that answers my question.
I’m not that surprized. I’ve been reading Lucius Beebe’s Central Pacific and Southern Pacific and been seeing a lot of different cab-forwards.
Ya, I had no idea they used so many different engines. Your welcome, I enjoyed it myself.
Chip–SP ended up with almost 250 locomotives of the AC designation, that’s more articulateds than some other railroads had total locomotives!
AC in SP terms means “Articulated Consolidation” (figure that one out)
AC 1-2, were the original Cab-forward Mallet 2-8-8-2’s. They started out as MC’s (Mallet Consolidations) Most were simplified over time.
Series 3 were the original MM (Mallet Mogul) Cab-forward 4-6-6-2’s (started out as 2-6-6-2’s until the lead truck turned out to be a cause of derailments). Most were simplified, several were not and remained “Mallets” throughout their lifetimes.
AC 4-5- were the first 4-8-8-2 Simple Articulateds–with side-mounted air pumps and semi-Vanderbuilt tenders.
AC 6 was a ‘transitional’ Cab-forward, pumps mounted on the boiler front, still retaining the ‘flat-face’ of the earlier AC’s (though several recieved ‘streamline’ cabs during their service) and retaining the semi-Vanderbuilt tender. It was also more powerful than the AC 4-5 (124,000 lb. TE as opposed to 119,000 TE for the 4-5 AC’s).
AC 7-8 were the first with the ‘streamline’ cab and the rectangular tender.
AC-9 was a conventional cab-backward 2-8-8-4 built by Lima during the War. Was built as a coal-burner for the El Paso-Tucumcari “Golden State” line, then converted to oil and sent to work on the Alturas Cutoff in Northern California. They had to be sent the long way to Alturas, from Texas to Klamath Falls and then south, because their overhang was too great for the snowsheds on the Donner Pass route.
AC 10,11,12 were the “War Babies” and the most modern cab-forwards. The last one, #4294 was retired in 1957 and displayed at the SP depot in Sacramento, CA. It’s now at the California State Railroad Museum. If it were operable, it would outpull Union Pacific’s much-ballyhooed Challenger by more than 30,000 lbs TE. And probably at about the same speed. They were rated at over 50 MPH, there are reports of