Unlike the later and larger 1910 Consolidations from Baldwin (Locobase 4973), this earlier pair did not ever serve the Seaboard Air Line after the 1926 merger. 16 was sold to American Agricultural Chemical Corporation some time before 1923.

Light Consolidations taken into the Seaboard Air Line as 925-926 when the CH&N was absorbed. They were retired in the 1930s (1933 and 1936).

This quintet of Consolidations came to the G F & A over a seven-year period. All were later superheated and operated for a long time; see Locobase 4975.

Note: Drawings do not show superheating surface area, although it does show flue area. The superheat area is a calculated estimate based on similar boilers in other locomotives in Locobase.

Because this class was relatively new and possessed a relatively low axle loading, the GF&A deemed the quintet good candidates for superheaters and other updates. As usual with a superheated modification, the tube count of the original 200-class Consolidations (Locobase 9350) dropped by half in favor of the 24 flues that held the superheater elements. The railroad reduced the operating pressure in the revised boiler by about 10%. At the same time, the railroad fitted the engines with Walschaert radial valve gear and piston valves of several varieties. Also, at some point, the firebox gained 12 sq ft of arch tubes.

The class served until after the end of World War II. 923 was scrapped in January 1946 and 921 in December. The other three engines staved off the ferro-knacker until 1949 when 922 was scrapped in July, 920 in August, and 924 in November.

Wide-firebox Consolidation for light tracks. Later taken into the Seaboard Air Line as 927-928 and served the SAL until 1941 (928) and 1949 (927). The use of 5 1/2" superheater flues in a 2-8-0 of this vintage was unusual, the slightly smaller 5 3/8" flue usually being preferred.

NB: Superheat surface area is estimated from the calculation of the area of the flues and a calculated average ratio based on more that 350 locomotive entries in Locobase where both flue surface area and superheater areas are known. It's a close fit that likely slightly understates the real area.

Later Consolidations than 50-51 (see Locobase 5011) with more but smaller-diameter superheater flues and larger cylinders, fed by 12" (305 mm) piston valves, than the 1913 duo. 21 sq ft of arch tubes were added in ink to the original spec, but a still later cross-out and the SAL diagrams show that that installation was cancelled in July 1920.

Although the Baldwin spec described tenders weighing 141,000 lb (63,957 kg) when carrying 3,200 US gallons of oil and 7,000 gallons of water, the SAL diagram shows slightly less oil, but greater loaded weight.

Later taken into the Seaboard Air Line as 929-932 and served the SAL until retired in 1950-1951. The 930 enjoyed a second career on the Gainesville Midland as the 301.

Fitted with a wide firebox. These Consolidations had above-average steaming capability, although its firebox surface area was relatively low. For some reason, #995 had 352 2" tubes.

These engines were never superheated, possibly because they were deemed to be too small. 993 & 998 were sold to the Macon, Dublin & Savannah in June 1937. The others were all scrapped in June-July 1938.

This was the largest single class of Consolidations to be delivered to the SAL.

As 2-8-0s went in that immediately pre-superheater era, these were relatively large engines in terms of boiler, grate, and firebox area, they were fitted with outside radial valve gear that cycled 12" (305 mm) piston valves. Chris Hohl noted that the first ten operated Walschaert gear while the latter ten used Baker-Pilliod gear.

And they put a generous amount of weight on their small drivers, which the specs describe as a "do not exceed" weight limit. A 13 July 1911 note indicates a problem in operation, however: "Mr Poole reports that engines ride hard when running thirty miles per hour. For Hereafter see if counterbalances cannot be improved."

The ten engines delivered in September-October trailed significantly larger tenders carrying 8,000 US gallons (30,280 litres) of water and coal heaped to 14 tons (12.7 metric tons).

Even so, they were a good bet to be superheated later and so they were; see Locobase 1393.

The last of the class, 919, was delivered with a superheater (Locobase 13795) that used 14 1/2-foot tubes and flues, more cylinder volume, and lower boiler pressure. When the Seaboard began superheating the rest, they adopted a shorter tube in what amounted to a brand-new boiler. Also, the class used the same 23" x 30" cylinders as had been fitted to the saturated engines. Later engines retained their Baker gear while earlier ones used Walschaert.

They were a most successful upgrade and all operated until the end of World War II. The first two (903, 911) went to the ferro-knacker in December 1945 with the last (914) surviving until November 1951.

The diagram does not show superheater area. Therefore, superheat surface area is an estimate from the calculation of the area of the flues and a calculated average ratio based on more that 350 locomotive entries in Locobase where both flue surface area and superheater areas are known. It's a close fit that likely slightly understates the real area.

Even as the Seaboard was taking delivery of 19 large Consolidations (Locobase 9365), it was looking ahead to superheating. So the 20th locomotive to be delivered in the batch incorporated a healthy amount of superheater area by replacing 162 of the small tubes with 32 flues. At the same time, Baldwin increased cylinder diameter by two inches (50.8 mm) and cut the boiler pressure by 30 psi (2.07 bar).

(A strong current of thought at the time was that one big advantage to superheating steam was the ability to reduce the strain on the boiler by dropping the pressure. It wasn't long before the realization that higher pressure meant even drier steam led to restoring earlier settings.)

Like the other 2-8-0s, this engine demonstrated a drawback to the high adhesion weight. In a note recorded on 13 July 1911: "Mr Poole reports that engines ride hard when running thirty miles per hour. For Hereafter see if counterbalances cannot be improved."

919 remained unique in its attributes. The other 19 engines in the H1 class were superheated using shorter tubes and smaller cylinders. See Locobase 1393.

The 1890 specs reveal one advantage of small drivers on a Consolidation; they allowed the firebox to ride over the frames rather than between them and thus provide a considerably bigger grate. The layout was common to a lot of Consolidations of the period, but the 508 et seq were delivered with a more robustly pressed boiler and thus boasted a higher tractive effort than most.

Baldwin's specifications credit tube heating service with 1,480 sq ft (137.5 sq m), 76 sq ft (7.06 sq m) more than the actual calculation yields. Locobase adopted the figure given in the 1907 diagram.

508 was destroyed on 19 January 1906 when it wrecked at North Mima, Georgia. All were renumbered in 1916, when they were given slopeback tenders to support their new duties as switchers.

One of the class later received a boiler with 247 tubes; see Locobase 9376.

This locomotive originally came to the Seaboard with ten others in the early 1890s (see Locobase 9373). Locobase supposes that at some later date, the Seaboard replaced the original boiler with a considerably larger vessel containing 42 more tubes. Its firebox heating surface also grew, likely due to the addition of 24 sq ft (2.2.3 sq m) of arch tubes although the Seaboard diagram does not say.

A trio of Virginian Consolidations for drag-freight service. Works numbers 2125-2127.

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 15 | 17 | 200 | 200 - superheated | 50 |

Locobase ID | 13033 | 4973 | 9350 | 4975 | 5011 |

Railroad | Charlotte Harbor & Northern (SAL) | Charlotte Harbor & Northern (SAL) | Georgia Florida & Alabama (SAL) | Georgia Florida & Alabama (SAL) | Charlotte Harbor & Northern (SAL) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 2 | 2 | 5 | 5 | 2 |

Road Numbers | 15-16 | 17-18 / 925-926 | 200-204 | 128-129, 202-204 / 920-924 | 50-51 / 927-928 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 2 | 2 | 5 | 2 | |

Builder | Burnham, Williams & Co | Baldwin | Burnham, Williams & Co | GF&A | Alco-Richmond |

Year | 1907 | 1910 | 1906 | 1922 | 1913 |

Valve Gear | Stephenson | Stephenson | Stephenson | Walschaert | Walschaert |

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.67' | 14.67' | 15.25' | 15.25' | 15.67' |

Engine Wheelbase | 22' | 22' | 22.92' | 22.92' | 23.58' |

Ratio of driving wheelbase to overall engine wheebase | 0.67 | 0.67 | 0.67 | 0.67 | 0.66 |

Overall Wheelbase (engine & tender) | 51.25' | 51.29' | 51.24' | 52.92' | |

Axle Loading (Maximum Weight per Axle) | 25350 lbs | 33400 lbs | 33800 lbs | 35250 lbs | |

Weight on Drivers | 98500 lbs | 101400 lbs | 131600 lbs | 131600 lbs | 141000 lbs |

Engine Weight | 112950 lbs | 114450 lbs | 147800 lbs | 147800 lbs | 164500 lbs |

Tender Light Weight | 100000 lbs | 100000 lbs | 107000 lbs | 111000 lbs | 132000 lbs |

Total Engine and Tender Weight | 212950 lbs | 214450 lbs | 254800 lbs | 258800 lbs | 296500 lbs |

Tender Water Capacity | 5000 gals | 5000 gals | 5000 gals | 5000 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 2608 gals | 2608 gals | 10 tons | 12 tons | 3000 gals |

Minimum weight of rail (calculated) | 41 lb/yard | 42 lb/yard | 55 lb/yard | 55 lb/yard | 59 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 54" | 54" | 56" | 56" | 54" |

Boiler Pressure | 160 psi | 160 psi | 200 psi | 180 psi | 180 psi |

Cylinders (dia x stroke) | 20" x 24" | 20" x 24" | 20" x 26" | 20" x 26" | 20" x 26" |

Tractive Effort | 24178 lbs | 24178 lbs | 31571 lbs | 28414 lbs | 29467 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.07 | 4.19 | 4.17 | 4.63 | 4.79 |

Heating Ability | |||||

Firebox Area | 115 sq. ft | 90 sq. ft | 130 sq. ft | 142 sq. ft | 124 sq. ft |

Grate Area | 26.40 sq. ft | 26.40 sq. ft | 35.10 sq. ft | 35.80 sq. ft | 40.80 sq. ft |

Evaporative Heating Surface | 1511 sq. ft | 1495 sq. ft | 2318 sq. ft | 1740 sq. ft | 1682 sq. ft |

Superheating Surface | 446 sq. ft | 361 sq. ft | |||

Combined Heating Surface | 1511 sq. ft | 1495 sq. ft | 2318 sq. ft | 2186 sq. ft | 2043 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 173.15 | 171.31 | 245.19 | 184.05 | 177.92 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 4224 | 4224 | 7020 | 6444 | 7344 |

Same as above plus superheater percentage | 4224 | 4224 | 7020 | 7733 | 8666 |

Same as above but substitute firebox area for grate area | 18400 | 14400 | 26000 | 30672 | 26338 |

Power L1 | 3442 | 3209 | 5860 | 11487 | 9512 |

Power MT | 308.15 | 279.08 | 392.68 | 769.74 | 594.90 |

Specifications by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|

Class | 71 | C120-H | C130-H1 | C130-H1 - superheated | C130-H1s |

Locobase ID | 5012 | 1392 | 9365 | 1393 | 13795 |

Railroad | Charlotte Harbor & Northern (SAL) | Seaboard Air Line (SAL) | Seaboard Air Line (SAL) | Seaboard Air Line (SAL) | Seaboard Air Line (SAL) |

Country | USA | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 4 | 10 | 19 | 19 | 1 |

Road Numbers | 71-74/929-932 | 700-709 / 990-999 | 900-918 | 900-918 | 919 |

Gauge | Std | Std | Std | Std | Std |

Number Built | 4 | 10 | 19 | 1 | |

Builder | Baldwin | Burnham, Williams & Co | Baldwin | SAL | Baldwin |

Year | 1920 | 1904 | 1911 | 1918 | 1911 |

Valve Gear | Walschaert | Stephenson | Walschaert or Baker | Baker or Walschaert | Baker |

Locomotive Length and Weight | |||||

Driver Wheelbase | 16' | 16.50' | 16' | 16' | 16' |

Engine Wheelbase | 24.50' | 24.75' | 24.54' | 24.54' | 24.54' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.67 | 0.65 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 58.74' | 51.85' | 56.94' | 56.95' | 56.94' |

Axle Loading (Maximum Weight per Axle) | 39000 lbs | 42000 lbs | 46785 lbs | 49486 lbs | |

Weight on Drivers | 156000 lbs | 159340 lbs | 188000 lbs | 191000 lbs | 191000 lbs |

Engine Weight | 177000 lbs | 178940 lbs | 212000 lbs | 217000 lbs | 217000 lbs |

Tender Light Weight | 146000 lbs | 110000 lbs | 129368 lbs | 129368 lbs | 144000 lbs |

Total Engine and Tender Weight | 323000 lbs | 288940 lbs | 341368 lbs | 346368 lbs | 361000 lbs |

Tender Water Capacity | 7000 gals | 6000 gals | 6500 gals | 6500 gals | 8000 gals |

Tender Fuel Capacity (oil/coal) | 3000 gals | 10.5 tons | 10 tons | 12 tons | 14 tons |

Minimum weight of rail (calculated) | 65 lb/yard | 66 lb/yard | 78 lb/yard | 80 lb/yard | 80 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 54" | 57" | 56" | 56" | 56" |

Boiler Pressure | 180 psi | 200 psi | 195 psi | 195 psi | 170 psi |

Cylinders (dia x stroke) | 21" x 28" | 21" x 30" | 23" x 30" | 23" x 30" | 25" x 30" |

Tractive Effort | 34986 lbs | 39458 lbs | 46972 lbs | 46972 lbs | 48382 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.46 | 4.04 | 4.00 | 4.07 | 3.95 |

Heating Ability | |||||

Firebox Area | 178 sq. ft | 167 sq. ft | 188 sq. ft | 185 sq. ft | 194 sq. ft |

Grate Area | 40 sq. ft | 45.37 sq. ft | 53.30 sq. ft | 53.30 sq. ft | 53.50 sq. ft |

Evaporative Heating Surface | 1816 sq. ft | 3010 sq. ft | 3238 sq. ft | 2578 sq. ft | 2654 sq. ft |

Superheating Surface | 366 sq. ft | 536 sq. ft | 660 sq. ft | ||

Combined Heating Surface | 2182 sq. ft | 3010 sq. ft | 3238 sq. ft | 3114 sq. ft | 3314 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 161.79 | 250.28 | 224.45 | 178.70 | 155.71 |

Computations Relating to Power Output (More Information) | |||||

Robert LeMassena's Power Computation | 7200 | 9074 | 10394 | 10394 | 9095 |

Same as above plus superheater percentage | 8424 | 9074 | 10394 | 12160 | 10914 |

Same as above but substitute firebox area for grate area | 37487 | 33400 | 36660 | 42208 | 39576 |

Power L1 | 8660 | 6075 | 5271 | 10505 | 8903 |

Power MT | 489.54 | 336.21 | 247.25 | 485.02 | 411.05 |

Specifications by Steve Llanso of Sweat House Media | ||||
---|---|---|---|---|

Class | C78-L | C78-L | C78-L1 | C99-L3 |

Locobase ID | 9373 | 9376 | 9374 | 5005 |

Railroad | Seaboard Air Line (SAL) | Seaboard Air Line (SAL) | Savannah, Americus & Montgomery (SAL) | Seaboard Air Line (SAL) |

Country | USA | USA | USA | USA |

Whyte | 2-8-0 | 2-8-0 | 2-8-0 | 2-8-0 |

Number in Class | 12 | 1 | 3 | 20 |

Road Numbers | 508-515, 520-523/957-966 | 509/956 | 122-124 | 970-989 |

Gauge | Std | Std | Std | Std |

Number Built | 12 | 3 | 20 | |

Builder | Burnham, Parry, Williams & Co | SAL | Richmond | Richmond |

Year | 1890 | 1892 | 1902 | |

Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson |

Locomotive Length and Weight | ||||

Driver Wheelbase | 14' | 14' | 14' | 16.67' |

Engine Wheelbase | 21.50' | 21.50' | 21.50' | 24.59' |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.65 | 0.65 | 0.68 |

Overall Wheelbase (engine & tender) | 46.58' | 46.58' | 48.17' | 51.09' |

Axle Loading (Maximum Weight per Axle) | 34700 lbs | |||

Weight on Drivers | 101000 lbs | 111280 lbs | 110100 lbs | 129950 lbs |

Engine Weight | 117000 lbs | 127200 lbs | 124600 lbs | 145200 lbs |

Tender Light Weight | 73000 lbs | 79600 lbs | 71500 lbs | 104000 lbs |

Total Engine and Tender Weight | 190000 lbs | 206800 lbs | 196100 lbs | 249200 lbs |

Tender Water Capacity | 4000 gals | 4000 gals | 4000 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 3500 gals | gals | ||

Minimum weight of rail (calculated) | 42 lb/yard | 46 lb/yard | 46 lb/yard | 54 lb/yard |

Geometry Relating to Tractive Effort | ||||

Driver Diameter | 50" | 50" | 50" | 57" |

Boiler Pressure | 165 psi | 165 psi | 160 psi | 200 psi |

Cylinders (dia x stroke) | 20" x 24" | 20" x 24" | 20" x 24" | 20" x 28" |

Tractive Effort | 26928 lbs | 26928 lbs | 26112 lbs | 33404 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.75 | 4.13 | 4.22 | 3.89 |

Heating Ability | ||||

Firebox Area | 133.89 sq. ft | 157.88 sq. ft | 142 sq. ft | 138.57 sq. ft |

Grate Area | 29 sq. ft | 29.90 sq. ft | 29.75 sq. ft | 41.25 sq. ft |

Evaporative Heating Surface | 1530 sq. ft | 1839 sq. ft | 1595 sq. ft | 2157 sq. ft |

Superheating Surface | ||||

Combined Heating Surface | 1530 sq. ft | 1839 sq. ft | 1595 sq. ft | 2157 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 175.33 | 210.73 | 182.77 | 211.86 |

Computations Relating to Power Output (More Information) | ||||

Robert LeMassena's Power Computation | 4785 | 4934 | 4760 | 8250 |

Same as above plus superheater percentage | 4785 | 4934 | 4760 | 8250 |

Same as above but substitute firebox area for grate area | 22092 | 26050 | 22720 | 27714 |

Power L1 | 3466 | 4141 | 3522 | 5318 |

Power MT | 302.62 | 328.16 | 282.10 | 360.88 |

- Georgia Florida & Alabama 201 (February 20, 1920 Bainbridge, GA photo courtesy Jim Jester)

*Through the Heart of the South, the Seaboard Air Line Railroad Story*by Robert Wayne Johnson, Published by Boston Mills Trees*Seaboard Air Line Railway Steam Boats, Locomotives and History*by Richard E. Prince, Published by Indiana University Press*Seaboard, The Route of Courteous Service*by William E. Griffin, Jr.- The Atlantic Coast Line and Seaboard Air Line Railroads Historical Society

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