Locobase 6484 shows the delivery of the first two engines of this design to the Evansville & Terre Haute, whose lineage and history differed from the railroad in this entry. In May 1889, the LE&StL Consolidated swept up into its corporate arms the Illinois.& St Louis Railroad and Coal; Venice & Carondelet.; Louisville, Evansville & St Louis; Huntingburg, Tell City & Cannelton; and Belleville, Centralia, & Eastern. The Louisville & St Louis was sold to the LE&StL in 1897.

In early 1893, the LE&St ordered two locomotives identical to the E&TH engines. They followed up with the purchase of the E&TH pair and an order of six more a few months later

The class came into the Southern in 1900 from the Louisville, Evansville & Saint Louis as a block. Most were sold for scrap in August 1923 with 104 & 108 lasting until 1928.

It's doubtful that this pair of Consolidations ever rolled on E&TH rails. As is explained in Locobase 16163, the Louisville, Evansville & St Louis bought another two locomotives of the same design at the same time. In April, just three months after the 120-121 rolled off the production line in Philadelphia intended for the E&TH, they were bought by the LE&StL; see Locobase 16163.

The first five -- works #2009-2013 -- were among the first of the 20 x 24 Consolidations that the Southern system predecessors bought in large numbers in the 1880s and 90s. The Knoxville & Ohio took delivery of 5 more in 1886 with identical dimensions; works numbers were 2127-2133.

After the Southern's adoption of the 10-engine class, they ran on for another 30 years except for 165, which was scrapped in July 1915. Two -- 133 & 136 -- were sold in January 1925. 135 went in March 1926, 168 in April 1929, 136 in August 1929, 134 in September 1932, and the remainder -- 164, 166, 167 -- in October-November 1933.

These were repeats of the Baldwins of 2 years earlier (Locobase 6502), although they put almost 12,000 lb more on the drivers. Schenectady works #2902-2909 (1889) and 2897-2901 (1890). According to Prince (1965), the latter originally ran on the Knoxville & Ohio, a Kentucky road. All were taken into the Southern in the 1890s.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

This was a mid-size design that used the same length boiler as the much more numerous K class, but had a smaller-diameter and thus fewer tubes. The taller driver diameter also was a departure.

Unlike the other Southern Consolidations, this class was scrapped several years before World War II in December 1934 to April 1935.

When the V & SW went into the Southern in 1916, it brought this 1-engine Consolidation class with it. It was a relatively large and powerful 2-8-0 that operated for another 17 years before being scrapped in October 1933.

This class served the GS & F for 5 years after which they joined similar engines on the Southern. All remained in service until 1951-1952.

One of the lightest Consolidations to be inherited by the Southern Railway as it absorbed the ETV&G in 1894, this relatively numerous class provided secondary-line service for decades, in a couple of cases until 1949. The last five locomotives were completed with larger-diameter 2 1/4" tubes, apparently for comparison purposes: see Locobase 11075.

A few were sold to other railroads in the interim, including the last one built to the Augusta Northern in March 1933.

The later career of the 8869 (107) began with its sale to the eastern Tennessee line Smoky Mountain Railroad (completed much earlier as the Knoxville, Sevierville & Eastern) in May 1942 as their 107. After the KS & E closed in 1962, the 107 was sold to the Rebel Railroad and operated in tourist service through the time that the Rebel was incorporated into the Dollywood amusement park. As of 2009 it stood at the entrance of Dollywood

After Baldwin had delivered 29of the 20" x 24", 50" driver Consolidations to the ETV & G, described in Locobase 5147, they changed the boiler layout to hold fewer, larger-diameter tubes, enlarged the firebox slightly, and produced five more. Probably intended to directly compare the performance of the two tube sizes, the ETV&G's engineer Lowar got his answer. According to a note entered on 14 November 1888 (not very long after they were delivered) next to the tube specifications on page 211, the engines with 2 1/4" tubes "did not steam well, had to reduce exhaust."

After more than 35 years of service, 130 and 131 were scrapped in September 1923. 128 followed in December 1928, then 129 in April 1931. 132 somehow escaped recycling until March 1939.

Repeats of the previous year's Schenectadies (Locobase 6488), these ETV&G engines had shorter, sharply coned boilers and a few more tubes. When absorbed by the Southern in 1894, they continued on in their secondary-line duties until scrapped one by one.

A few months after the V&SW took delivery of one simple-expansion Consolidation with 21" x 26" cylinders, it ordered a sextet of Vauclain compounds with the same boiler and grate. The cylinder stroke grew by 2 inches (50.8 mm), however, and the layout yielded an impressive total cylinder volume. Each set of 1 HP/1 LP cylinder was supplied by a 12" (305 mm) piston valve.

Locobase cannot tell when this set of 2-8-0s was converted to simple-expansion operation with 21" x 28" cylinders. But certainly the Southern operated them as such.

They were operated into the 1930s, five of the six being scrapped by the Southern. 408 was sold to the Blue Ridge Railway, which ran it until December 1939.

This large class of R&D locomotives were smaller than the Richmonds described in Locobase 6010, but had 2 1/4"-diameter boiler tubes. The first four were delivered for operation on the 5-foot gauge, but were soon converted to standard gauge.

In line with several other classes of Consolidations bought for Southern Railway predecessors in the late 1880s, these Schenectadys had the wider fireboxes (41" vs 34") then coming into wider use.

Their dimensions changed very little during the locomotives' long careers. All were sold for scrap in 1923-1932.

According to Baldwin's specs, these two locomotives were originally ordered on 7 October 1886 by the Cape Fear & Yadkin Valley, where they were to have been numbered 14-15. The sale to the R&D was noted on 8 January 1887.

Although right in line with the other Consolidations bought by Southern subsidiaries at this time, these had somewhat bigger boilers that rode above the driving axles. This allowed an increase in grate width of more than 9". Note also the larger-diameter tubes.

49 was withdrawn on 1 October 1916 and 48 was retired on 19 February 1917.

NB: The firebox heating surface area is an estimate determined by subtracting the calculated area of the 240 tubes from the given total evaporative heating surface area.

Basic Southern design -- almost regardless of builder. This class offered a bit more heating surface area on a slightly lower adhesion weight.

Most of the class was sold for scrap beginning in 1923; the last to go that route was 58, which was scrapped in November 1935. A few entered second careers. 59 was sold to the Greenville Railway in August 1923, 53 went to the Franklin & Pittsylvania Railway in October 1926, and 57 was sent to the Mississippi Export Railway in August 1930.

(The F&P's headquarters in Rocky Mount, Va placed it in the south-central part of the state. Read more about the F&P's "long and troubled history" at http://www.fandprailroad.org/about/, last accessed 25 May 2015. Its unprofitable condition would be resented consecutively by the Richmond & Danville and, after 1894, by the Southern. But up until the motor car and bus made serious inroads in the area beginning in the 1920s, there was no other way to move easily among the small towns.)

Consolidateds for one of the principal components of the Southern when the latter was formed on 1 July 1894 through a shotgun marriage imposed by JP Morgan. #7 proved particularly durable, not being scrapped until 1950.

A Baldwin batch Fifteen other members of this class went to the Georgia Pacific in the same year; see Locobase 5146 .

Firebox heating surface was later reduced to 118.85 sq ft.

Unlike the Ocean State engines, all of these Baldwins had been scrapped by the mid-1920s.

Consolidateds for one of the principal components of the Southern when the latter was formed on 1 July 1894 through a shotgun marriage enforced by JP Morgan. #7 proved particularly durable, not being scrapped until 1950.

Sinclair tells us that Tanner and Delaney opened a machine shop in the ashes of Richmond at the end of the American Civil War that prospered. As the Metropolitan Iron Works, the business grew until it was hit by a devastating fire in November 1881. That blaze prompted Tanner & Delaney to build a new plant on a 14-acre suburban site in 1882-1883 under Alexander Delaney's direction.

William Trigg succeeded Tanner as president and recast the business as a locomotive builder, although heavy borrowing by the company led to its takeover by Willam Bryan and Lewis Ginter in 1887, when it was incorporated as the Richmond Locomotive and Machine Works in 1886.

This set of Consolidations were delivered only two years after Richmond turned out its first.

A pair delivered together in 1910 to Hodges Downey Construction, these two long-stroke Consolidations were bought by the NO & NE in 1912. It was either the NO&NE or the Southern that later superheated the pair, with results shown in Locobase 6094.

Strictly speaking, the data for this entry refer to the three locomotives delivered in 1907. But a comparison of Prince's Southern Steam Locomotives and Boats (Green River, Wyo: Richard E Prince, 1965), p. 179 and later Southern Railway descriptions of locomotives (1926, e.g.) show that the two batches were essentially identical.

Presumably that continuity extended to the "special equipment" shown in the 1907 article, but at least in 1907, some of the component suppliers for Schenectady were:

Air-brake Westlnghouse

Boiler check Phillips

Boiler lagging Johns-Manvllle

Injector Nathan simplex

Lubricators Franklin

Piston rod packing United States

Valve rod packing United States

Safety valve Crosby

Sanding devices Coates

Sight-feed lubricators Nathan Bull's-eye

Steam gages Crosby

Tiresùdriving wheel Latrobe

The 1926 list shows the 1907 engines with 2,140 sq ft of evaporative heating surface. Because these lists did not include superheater area and because the 1926 list shows the 1906 locomotives with 2,558 sq ft (5 sq ft difference from the 1907 "class"), Locobase concludes that 1) the 1906 engines were not superheated, and 2) the 1907 engines were by 1926.

The Railroad Gazette entry offers the problem of showing too many tubes for the heating surface area it reports. Locobase has been unable to determine whether the tube count is too high (300 tubes would leave about 200 sq ft left for the firebox heating surface area, which is plausible.) Or is the tube length too long? (The entry insists on 15 feet.)

All three ran into the 1930s before being scrapped or sold in 1935-1936.

The first of the AGS Consolidations were 126-131, these were better-suited than the Moguls to mainline freight duties. They had taller drivers, more ample steaming capacity, and higher tractive effort. The D1s followed two years later. and took road numbers 132-135. There's no indication from the diagrams of any differences between the two classes.

Five of these locomotives were sold to the Nashville, Chattanooga & St Louis as their class H-4C-28, road numbers 335-339.

After purchasing dozens 20" x 24" Consolidations over the previous decade, the CNO & TP caught up to the 20th Century with the acquisition of this clutch of larger engines. They still didn't lead the pack, but their larger, higher-pressure boilers and grates provided more heating area and punch for the larger cylinder volume they supplied and they packed 30 short tons more adhesion weight.

13 went to the New Orleans & Northeastern in 1923. The rest stayed on the CNO & TP rails as both roads became part of the Southern System. A large portion of the class was scrapped in the few years leading up to World War II. Five survived the war and the last of these -- 6198 (ex-718) -- was scrapped in May 1952.

This was the standard 2-8-0 on the Southern Railway System in the first decade of the 20th Century. The 18 shown here on the AGS differed only in tender size from earlier engines. What's puzzling to Locobase is the very small firebox heating surface, although the grate area is sizable enough. The 1909 batch of Baldwins were specified to have fewer tubes but a larger firebox; see Locobase 13510.

Deliveries came in batches, as follows:

Year Builder Works numbers Road #

1905 Richmond 30980-30987 190-197

1906 Richmond 40647-40650 198-201

1907 Richmond 42903-42908 202-207

All were reclassified as K. Many were superheated and reclassified Ks. As might be expected for so ubiquitous a machine, retirements spanned decades.

Locobase 6112 shows the Richmond engines delivered in 1907. Those are used as the template for all of the class in the Alabama Great Southern's 1917 Locomotive Diagram book. Yet Baldwin's specifications indicate that the follow-on order for this triskadeka set of Ten-wheelers included cutting the number of tubes in the boiler by 34. The tenders also carried 500 more US gallons (1,893 litres).

Noting that the CNO&TP was not regauged from 5 feet to the standard gauge for five years after the 55 was delivered, the Tidewater Southern historian speculates that the first engine, 55, may have been delivered on the broader gauge. Locobase confirms that the Baldwin specs show the wider gauge. Delivered as a coal-burner, this engine was later converted to oil-burning.

After more than 20 years of service bearing three engine number, 589 went to the Boca & Loyalton in California in 1905 as that railroad's #5. The B & L was incorporated in 1900 to serve the lumbering area encompassed by Truckee, Boca, Loyalton and other Sierra Valley towns. The WP bought the railroad in 1905, apparently because it would simplify supporting the Feather River Canyon construction over the next several years. In 1916, the 5 became the WP's 124.

592 was later sold to the Birmingham Southern as their #20.

The Baldwin version of the basic AGS Consolidation had more cylinder volume, slightly longer tubes and slightly larger grate, but a shallower firebox. They were delivered in a batch. When the Southern Railway renumbered, these were grouped with the later group as H-7. Retirements occurred over several years - from 1924 to 1938.

Vauclain compound Consolidations that came on the road at the same time as similar Ten-wheelers described in Locobase 12033.

Some time around the turn of the Century, the class gave up their Baldwin cylinder set in favor of the Weir-Harden compound arrangement, which was said to be easily retrofitted to any locomotive. An 1893 patent application shows that valve settings involved the use of a lever that operated a rack and pinion arrangement to allow operation as a compound or simple-expansion engine. (The cylinder itself was awarded patent #490348.)

A 1900 Railway and Locomotive Engineering Report in 1901 (Vol 14, June 1901, pp.277-278) on the CNO & TP's Covington, Ky shops reported that the Weir-Harden cylinders being installed there were similar to the long-cylinder Cleveland design (which had 13" diameter valves and was 60 inches long and are described in Locobase 4087), but had shorter valves: "This valve is about 9 inches in diameter by 27 inches long and has 12 packing rings."

This installation was supplanted by a 20" x 24" simiple-expansion setup and the quartet was classed D-5. 571-572 were sold in 1912 to locomotive rebuilder/reseller Birmingham Rail & Locomotive, who found a ready customer in the Gulf & Sabine River in Louisiana. The 570 was bought by the Fordyce & Princeton in Crossett, Arkansas, which logged shortleaf pine and hauled it on a relatively solid right-of-way laid with 45-lb/yard steel rail. 573 went to Chattanooga Station Company, a terminal railroad in that eastern Tennessee city.

A year after producing its first batch of Consolidations for the AGS, Baldwin added 4 more (BLW Works#). These locomotives had substantially larger -- namely wider -- grates; the width went from 41" to 66". Overall heating surface didn't change much at all.

When the Southern renumbered, this quartet was grouped with the previous year's engines as class H-7. Retirements occurred over several years - from 1924 to 1938.

Although most of the 20" x 24" Consolidations delivered to the CNO & TP in the first couple of years of the 20th Century had deep, narrow fireboxes, a few had much wider and shallower furnaces with bigger grates. The Schenectady pair shown here had fewer tubes than the usual as well.

21520 in January 1903. Alco's Rhode Island supplied 615-620 and 690-696 (works 27495-27507, also in January 1903).

As noted in Locobase 12880, amid the large numbers of narrow-firebox Consolidations delivered to the CNO&TP there were some wide-firebox engines as well. This order followed the smaller pilot pair and had as many tubes as the standard 2-8-0s, but these were 5" (127 mm) shorter. The grate was much bigger, but the firebox area as a whole was smaller.

The Baldwins were scrapped in September (6168) and November (6167) of 1927. Except for 6177 (ex-694), which went to the Danville & Western in October 1924), the others were all scrapped by the Southern. Seven went to the ferro-knacker in 1922 -1923, 6119 (ex-618) followed in December 1927, and 6179 (ex-696) went a month later in January 1928. 6171 and 6176 (ex-693 and 695) entered the early thirties before being dismantled in February 1931 and 6174 (ex-691) ended the class in February 1932.

Consolidations that were delivered with saturated boilers (Locobase 13709), this pair went to the NO&NE with the end of construction and were superheated. Sacrificing 137 small tubes for a good amount of superheat meant that combined heating surface area barely changed, which meant still more power than most such contemporaneous conversions yielded.

In the Southern renumbering, they became 6898-99 and as such slogged along at the head of drag freights for another 33 years. Both were retired in May 1949.

Identical to the Baldwins that went to the Richmond & Danville in the same year (Locobase 5145). Disposals began in the 1920s and continued one at a time into the 1940s.

A relatively light Consolidation, this class retired between May 1927 (200) and November 1947 (191) with most out of service by World War II.

These are the G-2s described by Prince (1965) as having been delivered by Richmond in 1895-96. In 1903, the G-2s were renumbered 179-200. A relatively light Consolidation, this class retired between May 1927 (200) and November 1947 (191) with most out of service by World War II.

A big clutch of Consolidations came to the Southern when it absorbed these CNO&TP locomotives. Rhode Island built 36, Baldwin 31, Pittsburgh 10, and Schenectady 2. Predecessor class IDs included class D6 and D7.

They were scrapped between 1922-1929.

Prince (1965);

This batch of Consolidations were very similar to 10 delivered in the same year from Richmond and described in Locobase 3287. This quintet had slightly smaller cylinders, however, and a larger boiler.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

More chaos in numbering is apparent from the Prince (1965) roster, in which the first Richmond engines were delivered in 1899 and numbered 262-269 (works #2906-13 ), later 275-282. Then came the 238-239 (works #3018-9) in 1900 (later 250-251), immediately followed by 277-299 (3020-3042) and by 400-409 (3124-3133) in 1901. These later engines were later renumbered 290-322.

The principal changes were a slight lengthening (7") of the firetubes and the mounting of taller drivers. The latter alteration undoubtedly enhanced the design's ability to undertake mixed-train service and the class was built in relatively large numbers.

Baldwin chipped in 25 more of the same design (with slightly different specs) in 1901; see Locobase 11076.

Most of the class was scrapped in the 1930s, although many of the 1901 batch survived World War II.

Virtually identical to the Richmond-built H-1s (Locobase 5139), this Baldwin product had slightly less firebox heating surface and weighed more.

Most of the class was scrapped in the 1930s, although 362 ran its string beyond World War II before being dismantled in February 1949.

361 was sold to the Cumberland Railway sometime after 1905. The CR sold 361 to the brand-new Artemus-Jellicoe Railroad connecting Artemus, Ky and Jellicoe, Tenn in July 1924. The AJR scrapped the 361 in April 1937. 363 found a second career on North Carolina short-line High Point, Randleman, Asheboro & Southern. 370 was bought in Octobetr 1933 by the Mexican railroad Nacional de Tehuantepec.

Locobase took one entry (this one) and split it into two, the other being 11071. His thinking ran as follows: The 1910 descriptions and the 1929 diagrams show only that 18 locomotives were combined as a single class with the sole difference apparently being the tender capacity. But when that data was compared to the 1898 article, there was a small difference in grate and firebox areas that would account for the disparity in heating surface. Supposing that the larger firebox would have come a year later, Locobase assigned the 1897 batch to 11071 and the 1898 batch to this entry.

The only H-2s not built by Richmond, these four Consolidations followed the design closely.

Like the others, three of these engines served into the mid-1930s while the 272 ran until November 1952.

This was a batch of 10 locomotives supplied to the Southern in 1897; The 248s were renumbered 253-262 in 1903. They were a good size and soldiered on into the 1930s. The first was scrapped in November 1933 and the others followed in the 1930s, except for 260 (old 247), which was retired in September 1949.

This group of Consolidations had larger fireboxes, but were otherwise similar to several other Southern classes. They were later renumbered 283-289 and 323-352.

Most were scrapped by the Southern in the 1930s and 1940s. 338 went to the Atlantic & Yadkin in April 1937, keeping the same number.(The A&Y ran from Mount Airy to Sanford in North Carolina from 1900 to 1950.) It was returned to the Southern for scrapping in October 1945. 348 experienced a similar history, going to the A&Y in August 1936.

David Bott, who maintains the definitive A&Y website (http://southern-railway.railfan.net/ay) explains the attraction of this class for the A&Y:"This little consolidation was used on the Climax to Ramseur branch because it had a wheelbase sufficiently short for the turntable and was light enough for the weak trestles on that line."

347 was picked up by the Baltimore Shipbuilding Co in July 1935 as a switcher.

Similar to the Alabama Great Southern D (Locobase 6109), this larger class had slightly larger boilers. They were delivered from Pittsburgh in two batches, a small one of 7 in 1899 and the larger run in 1900. By 1910 (when diagram 22-F-35 was prepared), they'd been renumbered as shown.

The first scrappings began in 1933 (342, 346). While many H-3s were gone by World War II, a few survived into the late 1940s. 348 was sold in July 1935 to the Atlantic & Yadkin Railroad.

Continuing the acquisition of a standard Consolidation design for the system, the Southern bought this set in 1907. A principal difference from the H-2 (Locobase 5138) was the use of 57" drivers.

The first to be scrapped went in 1933, but most worked through World War II.

Prince (1965)

These had the tallest drivers of any Consolidations on the Southern system and were unusual in their use of Walschaert radial valve gear.

They were scrapped between 1934-1938.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.

The first to be scrapped went in 1933, the last endured until 1950.

Prince (1965)

The 1914 diagram gives a total heating surface of 2,715 sq ft (252.2 sq m), which suggests that the direct heating surface in the original design was later augmented by 24 sq ft (2.2 sq m) of arch tubes to reach 173 sq ft (16 sq m).

The first to be scrapped went in 1933, the last endured until 1950.

Prince (1965)

Slight variation on the J class produced by Richmond at the same time. For some reason, the Baldwin spec's calculation of tube heating surface area falls a little short of the value in the calculation in Locobase. Later Southern lists gave the EHS as presented here, which is very close to the addition of the firebox heating surface given in the specs and Locobase's tube heating surface calculation.

The first to be scrapped went in 1933, the last endured until 1950.

Prince (1965)

Alco-Pittsburgh works numbers were 28927-28951 in 1904; road numbers 637-661

Alco-Richmond works numbers were 27508, 28422-28446, 27509-27514 in 1903; 29882-29906 in 1904; road numbers ran 605-636, 697-721.

Baldwin works numbers were 23069, 23075, 23110, 23103 (road numbers 601-604); 24238-24239, 24254-24255, 24259-24261, 24278-24281 in May 1904 (road numbers 672-682); 24296, 24302, 24311, 24325, 24329-24330, 24336, 24355, 24363-24364, 24371-24375, 24401-24402, 24419-24420 in June (road numbers in two series: 683-696 and 662-666); 24434-

24435, 24453, 24484 ( (road 667-670) in July; 24530 (road 671) and 24729-24733, 24749, 24760 (road 722-728) in August.

This was the standard 2-8-0 on the Southern Railway System in the first decade of the 20th Century. Like the AGS D9 class, these CNO & TP engines had a very small firebox heating surface, although the grate area is sizable enough. These preceded the K-series engines shown in Locobase 2655, which had 34 fewer tubes and were produced beginning in 1905.

As with all of the other K Consolidations, these ranged widely and retired only gradually. Most were gone by the end of the 1930s, but a few hung on to be scrapped in 1949-1950. 722 was sold to the East Tennessee & Western North Carolina in November 1952 as their 208.

In 1903 the series started with the 437-tube version; that version is outlined in Locobase 6113. In 1906, the K design featured a 3,300-sq ft heating surface in 403 tubes. The orders were filled in large batches from Alco's Richmond plant as well as substantial orders from Baldwin. Richmond's works numbers were 37620-37669 in 1905 (road #722-778) 39283-39317 in 1906.

Baldwin works numbers were 27059, 27082-27083, 27102-27103, 27118-27120 in December 1905 (road numbers 779-786).

Road numbers 822-876 were produced as work numbers 28874, 28883, 28909 in August 1906; 28923, 28938-28939, 28949, 28970, 28987-28988, 28992, 29001-29002, 29010, 29020, 29024-29025, 29071-29072, 29104, 29142-29143, 29149-29151 in September; 29185, 29204, 29228-29229, 29294-29295, 29303, 29329 in October; 29404-29405, 29493-29494, 29546-29548, 29577, 29611 in November; 29633-29634, 29661-29662, 29693, 29697-29699, 29753, 29823 in December.

Some data from Southern Railway diagrams hosted on southern.railfan.net/images/archive/southern/steam_loco_diagrams (viewed September 2002). A separate diagram for engines 601-729 has slight differences in number of tubes (407) and in grate area (53 sq ft). Evaporative heating surface information from locomotive diagram book provided in April 2004 from Allen Stanley's extension collection. See also Locobase 6112-6113.

Many of the K-class engines (393 of them) received a refit in which the Universal valve chest with piston valve was bolted right onto the square slide-valve casting, the boilers received superheating, and Stephenson valve gear was replaced (in most cases by Southern valve gear). See separate database entry.

Prince (1965)

When the Southern bought its 1910 batch of K-class Consolidations, it specified the Baker-Pilliod outside radial valve gear.

Many of the Southern's Ks engines (393 of them) received a refit in which the Universal valve chest with piston valve was bolted right onto the square slide-valve casting, the boilers received superheating, and Stephenson valve gear was replaced (in most cases by Southern valve gear, but some examples had Baker and others Walschaert gear).

The result is shown in the specifications. The superheater area is an estimate, based on several 2-8-0s for which that dimension was already known that shared the same number and diameter of flues and the same flue length.

See also Prince (1965) and Dale Roberts/Bill Schafer in Drury (1993).

27 received very similar boiler refits, but employed different cylinder diameter/boiler pressure combinations; see Locobase 16080.

This was a one-off based on the D9 /K class, but with 4" larger cylinders and a superheater as part of the kit.

Delivered in 1909, it was unique. In the 1917 diagram, the working pressure shown in the specs is precisely recorded as 162 psi. The Baldwin was a smokebox superheater that infused steam with only a slight boost in temperature.

Sometime before 1924, cylinder diameter was reduced to 24" while boiler pressure rose to 190 psi. Some of the earlier D9s were rebuilt to the same standard, according to the 1924 Southern chart, which also gives the heating surface as 2,325 sq ft.

In addition to the NO&NE Consolidations described in Locobase 6097, the Southern converted seventeen of its 22 1/2" Ks-class 2-8-0s (Locobase 5141) to the same standard. The makeover traded a 25 psi reduction in boiler pressure in favor of an increase of two inches in cylinder diameter. Firebox heating surface area included 25 sq ft of arch tubes.

Eleven of the seventeen had Southern valve gear: 624, 630, 685, 712, 719, 722, 769, 786, 848, 862, and 872.

Six used Walschaert gear: 580, 639, 670, 804, 857, and 861.

Another ten used similar boilers but in an more extreme exchange, swapped another 20 psi in favor of another inch of cylinder diameter. Nine had Southern gear: 573, 586, 695, 698, 711, 725, 735, 781, and 835. The lone Walschaert engine was 651.

Served coal mines north of Knoxville, Tenn. Equipped with feedwater heaters and mechanical stokers. Firebox heating surface included 26 sq ft of arch tubes. The piston valves measured 12" in diameter with 7 1/2" travel.

Blessed with lots of available steam, these were the heaviest Consolidations in Southern service and served the coal lines well until the 1950s. Four were sold to the Interstate Railroad (25-28) on 17 July 1952.

Firebox heating surface included 25 sq ft of arch tubes. The superheat surface area is estimated, and is based on the very similar KCS E-3 Pacific of virtually identical dimensions (see Locobase 5093).

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

Class | 100 | 120/G-1 | 133 | 138 | 300 / I |

Locobase ID | 16163 | 6484 | 6502 | 6488 | 13667 |

Railroad | Louisville, Evansville & St Louis (SRS) | Evansville & Terre Haute (SRS) | East Tennessee, Virginia & Georgia (SRS) | East Tennessee, Virginia & Georgia (SRS) | Georgia Southern & Florida (SRS) |

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 | 10 | 9 | 10 | 13 | 4 |

Road Numbers | 100-103, 105, 104, 106-109/2002-2009 | 120-121/101, 100/ 2002-2003 | 175+/ 133-7, 164-8 | 445-457 / 138-45, 169-73 | 300-303 / 553-556 |

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

Number Built | 8 | 9 | 10 | 13 | 4 |

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

Year | 1893 | 1893 | 1885 | 1889 | 1910 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14' | 14' | 14' | 14' | 17' |

Engine Wheelbase | 22.50' | 22.50' | 21.67' | 25.50' | |

Ratio of driving wheelbase to overall engine wheebase | 0.62 | 0.62 | 0.65 | 0.67 | |

Overall Wheelbase (engine & tender) | 57.71' | ||||

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

Weight on Drivers | 103600 lbs | 103600 lbs | 98300 lbs | 112000 lbs | 165000 lbs |

Engine Weight | 118600 lbs | 118600 lbs | 110900 lbs | 126000 lbs | 190480 lbs |

Tender Light Weight | 64275 lbs | 76800 lbs | 142320 lbs | ||

Total Engine and Tender Weight | 175175 lbs | 202800 lbs | 332800 lbs | ||

Tender Water Capacity | 5000 gals | 5000 gals | 3000 gals | 3500 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 10 tons | 10 tons | tons | tons | 12.5 tons |

Minimum weight of rail (calculated) | 43 lb/yard | 43 lb/yard | 41 lb/yard | 47 lb/yard | 69 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 50" | 50" | 50" | 63" |

Boiler Pressure | 175 psi | 175 psi | 140 psi | 150 psi | 200 psi |

Cylinders (dia x stroke) | 20" x 24" | 20" x 24" | 20" x 24" | 20" x 24" | 21" x 28" |

Tractive Effort | 28000 lbs | 28560 lbs | 22848 lbs | 24480 lbs | 33320 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.70 | 3.63 | 4.30 | 4.58 | 4.95 |

Heating Ability | |||||

Firebox Area | 159 sq. ft | 159 sq. ft | 167 sq. ft | 161 sq. ft | |

Grate Area | 23.81 sq. ft | 23.81 sq. ft | 31.40 sq. ft | 31 sq. ft | 54 sq. ft |

Evaporative Heating Surface | 1806 sq. ft | 1806 sq. ft | 1609 sq. ft | 1817 sq. ft | 2549 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1806 sq. ft | 1806 sq. ft | 1609 sq. ft | 1817 sq. ft | 2549 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 206.95 | 206.95 | 184.38 | 208.21 | 227.09 |

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

Robert LeMassena's Power Computation | 4167 | 4167 | 4396 | 4650 | 10800 |

Same as above plus superheater percentage | 4167 | 4167 | 4396 | 4650 | 10800 |

Same as above but substitute firebox area for grate area | 27825 | 27825 | 0 | 25050 | 32200 |

Power L1 | 4434 | 4347 | 0 | 3799 | 6275 |

Power MT | 377.42 | 370.02 | 0 | 299.12 | 335.37 |

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

Class | 40 / H-5 | 400 / Ks | 411/G | 440 / G | 458 |

Locobase ID | 12366 | 13671 | 5147 | 11075 | 5148 |

Railroad | Virginia & Southwestern (SRS) | Georgia Southern & Florida (SRS) | East Tennessee, Virginia & Georgia (SRS) | East Tennessee, Virginia & Georgia (SRS) | East Tennessee, Virginia & Georgia (SRS) |

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 | 1 | 9 | 29 | 5 | 26 |

Road Numbers | 40 / 204 | 400-409 / 8330-8338 | 411-439/99-127 | 440-444/128-132 | 458-475 / 146-163 |

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

Number Built | 1 | 9 | 29 | 5 | 26 |

Builder | Burnham, Williams & Co | Baldwin | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co | Schenectady |

Year | 1899 | 1910 | 1887 | 1888 | 1890 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.25' | 16' | 14' | 14' | 14' |

Engine Wheelbase | 22.33' | 24.29' | 21.50' | 21.50' | 21.33' |

Ratio of driving wheelbase to overall engine wheebase | 0.64 | 0.66 | 0.65 | 0.65 | 0.66 |

Overall Wheelbase (engine & tender) | 56.75' | 45.83' | 45.83' | ||

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

Weight on Drivers | 140000 lbs | 180500 lbs | 101400 lbs | 101400 lbs | 114600 lbs |

Engine Weight | 156000 lbs | 204500 lbs | 116100 lbs | 116100 lbs | 127500 lbs |

Tender Light Weight | 100000 lbs | 142320 lbs | 83200 lbs | 73800 lbs | 83300 lbs |

Total Engine and Tender Weight | 256000 lbs | 346820 lbs | 199300 lbs | 189900 lbs | 210800 lbs |

Tender Water Capacity | 5000 gals | 7500 gals | 3000 gals | 3000 gals | 3500 gals |

Tender Fuel Capacity (oil/coal) | 12.5 tons | tons | tons | tons | |

Minimum weight of rail (calculated) | 58 lb/yard | 75 lb/yard | 42 lb/yard | 42 lb/yard | 48 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 180 psi | 200 psi | 150 psi | 150 psi | 150 psi |

Cylinders (dia x stroke) | 21" x 26" | 22" x 30" | 20" x 24" | 20" x 24" | 20" x 24" |

Tractive Effort | 35086 lbs | 43305 lbs | 24480 lbs | 24480 lbs | 24480 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.99 | 4.17 | 4.14 | 4.14 | 4.68 |

Heating Ability | |||||

Firebox Area | 189.70 sq. ft | 175 sq. ft | 128 sq. ft | 129.84 sq. ft | 148.40 sq. ft |

Grate Area | 32.66 sq. ft | 54 sq. ft | 31 sq. ft | 31 sq. ft | 30.90 sq. ft |

Evaporative Heating Surface | 2437 sq. ft | 3226 sq. ft | 1815 sq. ft | 1849 sq. ft | 1774 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2437 sq. ft | 3226 sq. ft | 1815 sq. ft | 1849 sq. ft | 1774 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 233.81 | 244.41 | 207.98 | 211.88 | 203.29 |

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

Robert LeMassena's Power Computation | 5879 | 10800 | 4650 | 4650 | 4635 |

Same as above plus superheater percentage | 5879 | 10800 | 4650 | 4650 | 4635 |

Same as above but substitute firebox area for grate area | 34146 | 35000 | 19200 | 19476 | 22260 |

Power L1 | 4872 | 5903 | 3517 | 3578 | 3604 |

Power MT | 306.88 | 288.40 | 305.86 | 311.17 | 277.33 |

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

Class | 50/ J-1 | 500 | 516/G | 521 | 523/G |

Locobase ID | 12404 | 6493 | 6010 | 6500 | 6501 |

Railroad | Virginia & Southwestern (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) |

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 | 6 | 16 | 8 | 2 | 10 |

Road Numbers | 50-55 / 403-408 | 504-520/500-515/32-47 | 516-20, 533-35/9-16 | 521-522/48-49 | 523-532/50-59 |

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

Number Built | 6 | 16 | 8 | 2 | 10 |

Builder | Burnham, Williams & Co | Burnham, Parry, Williams & Co | Schenectady | Burnham, Parry, Williams & Co | Burnham, Parry, Williams & Co |

Year | 1900 | 1885 | 1887 | 1887 | 1887 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 14.25' | 14' | 14' | 14' | 14' |

Engine Wheelbase | 22.58' | 21.50' | 21.75' | 21.50' | 21.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.63 | 0.65 | 0.64 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 47' | 47' | 47' | ||

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

Weight on Drivers | 145000 lbs | 95000 lbs | 107500 lbs | 104115 lbs | 97010 lbs |

Engine Weight | 163000 lbs | 112000 lbs | 121000 lbs | 118215 lbs | 113670 lbs |

Tender Light Weight | 90000 lbs | 76100 lbs | 76400 lbs | 76100 lbs | 76100 lbs |

Total Engine and Tender Weight | 253000 lbs | 188100 lbs | 197400 lbs | 194315 lbs | 189770 lbs |

Tender Water Capacity | 4500 gals | 3300 gals | 3500 gals | 3300 gals | 3300 gals |

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

Minimum weight of rail (calculated) | 60 lb/yard | 40 lb/yard | 45 lb/yard | 43 lb/yard | 40 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 51" | 50" | 50" | 50" | 50" |

Boiler Pressure | 200 psi | 145 psi | 150 psi | 150 psi | 150 psi |

High Pressure Cylinders (dia x stroke) | 15.5" x 28" | 20" x 24" | 20" x 24" | 20" x 24" | 20" x 24" |

Low Pressure Cylinders (dia x stroke) | 26" x 28" (2) | ||||

Tractive Effort | 33087 lbs | 23664 lbs | 24480 lbs | 24480 lbs | 24480 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.38 | 4.01 | 4.39 | 4.25 | 3.96 |

Heating Ability | |||||

Firebox Area | 189.70 sq. ft | 126.50 sq. ft | 141 sq. ft | 133.80 sq. ft | |

Grate Area | 32.66 sq. ft | 29 sq. ft | 31 sq. ft | 30.75 sq. ft | 29.90 sq. ft |

Evaporative Heating Surface | 2437 sq. ft | 1560 sq. ft | 1768 sq. ft | 1990 sq. ft | 1613 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2437 sq. ft | 1560 sq. ft | 1768 sq. ft | 1990 sq. ft | 1613 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 398.53 | 178.76 | 202.60 | 228.04 | 184.84 |

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

Robert LeMassena's Power Computation | 6532 | 4205 | 4650 | 4613 | 4485 |

Same as above plus superheater percentage | 6532 | 4205 | 4650 | 4613 | 4485 |

Same as above but substitute firebox area for grate area | 37940 | 18343 | 0 | 21150 | 20070 |

Power L1 | 3345 | 3036 | 0 | 3860 | 3269 |

Power MT | 203.43 | 281.82 | 0 | 326.94 | 297.16 |

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

Class | 544 / G | 546 | 555 / G | 560 | 586 |

Locobase ID | 6498 | 5144 | 5145 | 6009 | 6499 |

Railroad | Richmond & Danville (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) | Richmond & Danville (SRS) | Georgia Pacific (SRS) |

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 | 9 | 4 | 19 | 4 | 6 |

Road Numbers | 544-5, 564-9, 597 / 17-25 | 546-549 / 5-8 | 536-43, 580-85, 555-59/60-72, 88-93 | 560-563 / 1-4 | 586-591/ 26-31 |

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

Number Built | 9 | 4 | 19 | 4 | 6 |

Builder | Richmond | Rhode Island | Burnham, Parry, Williams & Co | Rogers | Richmond |

Year | 1889 | 1890 | 1889 | 1890 | 1889 |

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

Locomotive Length and Weight | |||||

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

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

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

Overall Wheelbase (engine & tender) | 47' | 46.65' | 39.17' | 47' | 47' |

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

Weight on Drivers | 111000 lbs | 105400 lbs | 103300 lbs | 105000 lbs | 111000 lbs |

Engine Weight | 127000 lbs | 120400 lbs | 119700 lbs | 119000 lbs | 127000 lbs |

Tender Light Weight | 78600 lbs | 57800 lbs | 70400 lbs | 74000 lbs | 78600 lbs |

Total Engine and Tender Weight | 205600 lbs | 178200 lbs | 190100 lbs | 193000 lbs | 205600 lbs |

Tender Water Capacity | 3300 gals | 2550 gals | 3300 gals | 3400 gals | 3300 gals |

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

Minimum weight of rail (calculated) | 46 lb/yard | 44 lb/yard | 43 lb/yard | 44 lb/yard | 46 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 160 psi | 160 psi | 160 psi | 160 psi | 160 psi |

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

Tractive Effort | 26112 lbs | 26112 lbs | 26112 lbs | 26112 lbs | 26112 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.25 | 4.04 | 3.96 | 4.02 | 4.25 |

Heating Ability | |||||

Firebox Area | 143.01 sq. ft | 154.46 sq. ft | |||

Grate Area | 29.87 sq. ft | 23 sq. ft | 29.90 sq. ft | 29.87 sq. ft | 29.87 sq. ft |

Evaporative Heating Surface | 1621 sq. ft | 1603 sq. ft | 1633 sq. ft | 1607 sq. ft | 1621 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 1621 sq. ft | 1603 sq. ft | 1633 sq. ft | 1607 sq. ft | 1621 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 185.75 | 183.69 | 187.13 | 184.15 | 185.75 |

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

Robert LeMassena's Power Computation | 4779 | 3680 | 4784 | 4779 | 4779 |

Same as above plus superheater percentage | 4779 | 3680 | 4784 | 4779 | 4779 |

Same as above but substitute firebox area for grate area | 0 | 22882 | 24714 | 0 | 0 |

Power L1 | 0 | 3542 | 3675 | 0 | 0 |

Power MT | 0 | 296.35 | 313.73 | 0 | 0 |

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

Class | 671 / F | 68 | D / D1 | D-7 | D-9 / K |

Locobase ID | 13709 | 11411 | 6109 | 12879 | 5699 |

Railroad | Hodges, Downey Construction (SRS) | Virginia & Southwestern (SRS) | Alabama Great Southern (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) |

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 | 7 | 10 | 22 | 40 |

Road Numbers | 671-672 | 68-74 / 213-219 | 126-135 / 120-129 | 601-15, 650-57/ 61001-15, 6134-41 | 700-739 / 6199-6219 |

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

Number Built | 2 | 7 | 10 | 22 | 40 |

Builder | Baldwin | Alco-Schenectady | Richmond | Alco-Rhode Island | several |

Year | 1910 | 1907 | 1900 | 1902 | 1905 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15.50' | 14.33' | 15.91' | 14.83' | 16' |

Engine Wheelbase | 23.75' | 23.96' | 23.67' | 24.29' | |

Ratio of driving wheelbase to overall engine wheebase | 0.65 | 0.66 | 0.63 | 0.66 | |

Overall Wheelbase (engine & tender) | 52.15' | 52.87' | 49.48' | 56.60' | |

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

Weight on Drivers | 160000 lbs | 154300 lbs | 135000 lbs | 107000 lbs | 182000 lbs |

Engine Weight | 176000 lbs | 171000 lbs | 154000 lbs | 122000 lbs | 203600 lbs |

Tender Light Weight | 130000 lbs | 112000 lbs | 100500 lbs | 94000 lbs | 146400 lbs |

Total Engine and Tender Weight | 306000 lbs | 283000 lbs | 254500 lbs | 216000 lbs | 350000 lbs |

Tender Water Capacity | 7000 gals | 6000 gals | 5000 gals | 4000 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | 11 tons | tons | tons | 12.5 tons |

Minimum weight of rail (calculated) | 67 lb/yard | 64 lb/yard | 56 lb/yard | 45 lb/yard | 76 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 51" | 58" | 52" | 56" |

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

Cylinders (dia x stroke) | 21" x 30" | 21" x 26" | 20" x 26" | 20" x 24" | 22" x 30" |

Tractive Effort | 39458 lbs | 38220 lbs | 27434 lbs | 28246 lbs | 44079 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.05 | 4.04 | 4.92 | 3.79 | 4.13 |

Heating Ability | |||||

Firebox Area | 202 sq. ft | 156 sq. ft | 149 sq. ft | 175 sq. ft | |

Grate Area | 35 sq. ft | 34 sq. ft | 29.80 sq. ft | 25 sq. ft | 54 sq. ft |

Evaporative Heating Surface | 2455 sq. ft | 2563 sq. ft | 2192 sq. ft | 1820 sq. ft | 3226 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2455 sq. ft | 2563 sq. ft | 2192 sq. ft | 1820 sq. ft | 3226 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 204.13 | 245.90 | 231.86 | 208.56 | 244.41 |

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

Robert LeMassena's Power Computation | 7000 | 6800 | 5364 | 4500 | 10800 |

Same as above plus superheater percentage | 7000 | 6800 | 5364 | 4500 | 10800 |

Same as above but substitute firebox area for grate area | 40400 | 0 | 28080 | 26820 | 35000 |

Power L1 | 5474 | 0 | 5470 | 4585 | 5800 |

Power MT | 301.70 | 0 | 357.31 | 377.88 | 281.03 |

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

Class | D-9 / K | D-9/K | D/D-2 | D2 / H-7 | D3 / D5 |

Locobase ID | 6112 | 13510 | 7619 | 6110 | 12034 |

Railroad | Alabama Great Southern (SRS) | Alabama Great Southern (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | Alabama Great Southern (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) |

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 | 18 | 13 | 1 | 3 | 6 |

Road Numbers | 190-207 / 6565-6573 | 208-220/6583-6595 | 55-60/555-560/589 / 5/ 124 | 130-132 / 6552-6554 | 605-606, 540, 552 / 570-573 |

Gauge | Std | Std | 5' | Std | Std |

Number Built | 18 | 13 | 1 | 3 | 6 |

Builder | Alco-Richmond | Baldwin | Burnham, Parry, Williams & Co | Burnham, Williams & Co | Burnham, Williams & Co |

Year | 1905 | 1909 | 1882 | 1902 | 1892 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 16' | 16' | 14.75' | 16' | 14.83' |

Engine Wheelbase | 24.29' | 24.29' | 22.83' | 24.29' | 22.67' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.65 | 0.66 | 0.65 |

Overall Wheelbase (engine & tender) | 54.96' | 56.60' | 46.94' | 52.75' | |

Axle Loading (Maximum Weight per Axle) | 47000 lbs | ||||

Weight on Drivers | 176750 lbs | 180000 lbs | 88000 lbs | 135530 lbs | 100000 lbs |

Engine Weight | 199875 lbs | 200000 lbs | 102000 lbs | 156230 lbs | 118000 lbs |

Tender Light Weight | 150000 lbs | 144000 lbs | 70000 lbs | 100500 lbs | |

Total Engine and Tender Weight | 349875 lbs | 344000 lbs | 172000 lbs | 256730 lbs | |

Tender Water Capacity | 8000 gals | 8000 gals | 4000 gals | 5000 gals | 3600 gals |

Tender Fuel Capacity (oil/coal) | 12.5 tons | 12.5 tons | 2078 gals | gals | gals |

Minimum weight of rail (calculated) | 74 lb/yard | 75 lb/yard | 37 lb/yard | 56 lb/yard | 42 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 57" | 56" | 50" | 60" | 54" |

Boiler Pressure | 200 psi | 200 psi | 150 psi | 180 psi | 175 psi |

High Pressure Cylinders (dia x stroke) | 22" x 30" | 22" x 30" | 19.5" x 24" | 21" x 28" | 13" x 24" |

Low Pressure Cylinders (dia x stroke) | 22" x 24" (2) | ||||

Tractive Effort | 43305 lbs | 44079 lbs | 23271 lbs | 31487 lbs | 16562 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.08 | 4.08 | 3.78 | 4.30 | 6.04 |

Heating Ability | |||||

Firebox Area | 143 sq. ft | 175 sq. ft | 141.34 sq. ft | 149 sq. ft | 124 sq. ft |

Grate Area | 53.37 sq. ft | 54 sq. ft | 27.96 sq. ft | 30 sq. ft | 23.90 sq. ft |

Evaporative Heating Surface | 3517 sq. ft | 3226 sq. ft | 1395 sq. ft | 2229 sq. ft | 1468 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 3517 sq. ft | 3226 sq. ft | 1395 sq. ft | 2229 sq. ft | 1468 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 266.46 | 244.41 | 168.16 | 198.58 | 398.15 |

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

Robert LeMassena's Power Computation | 10674 | 10800 | 4194 | 5400 | 4183 |

Same as above plus superheater percentage | 10674 | 10800 | 4194 | 5400 | 4183 |

Same as above but substitute firebox area for grate area | 28600 | 35000 | 21201 | 26820 | 21700 |

Power L1 | 6092 | 5800 | 3167 | 4769 | 3114 |

Power MT | 303.94 | 284.15 | 317.37 | 310.30 | 274.61 |

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

Class | D3 / H-7 | DA | DA-1, DA-2/G-4 | F / Hs-6 | G |

Locobase ID | 6111 | 12880 | 12881 | 6094 | 5146 |

Railroad | Alabama Great Southern (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | New Orleans & North Eastern (SRS) | Georgia Pacific (SRS) |

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 | 5 | 2 | 15 | 2 | 20 |

Road Numbers | 133-136 / 6555-6558 | 638-639 | 684-685, 615-620, 690-696/6116+ | 278-279 / 6898-6899 | 570-578, 592-596, 555-559/68-72 78-87, 94-98 |

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

Number Built | 5 | 2 | 15 | 2 | 20 |

Builder | Burnham, Williams & Co | Alco-Schenectady | several | NO&NE | Burnham, Parry, Williams & Co |

Year | 1903 | 1902 | 1903 | 1890 | |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 16' | 14.83' | 14.83' | 15.50' | 14' |

Engine Wheelbase | 24.29' | 22.67' | 22.67' | 23.75' | 21.50' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.65 | 0.65 | 0.65 | 0.65 |

Overall Wheelbase (engine & tender) | 54.12' | 48.29' | 48.29' | 58.75' | |

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

Weight on Drivers | 139210 lbs | 105000 lbs | 107000 lbs | 160000 lbs | 103300 lbs |

Engine Weight | 158790 lbs | 121700 lbs | 122000 lbs | 176000 lbs | 119700 lbs |

Tender Light Weight | 100500 lbs | 94000 lbs | 136930 lbs | 70400 lbs | |

Total Engine and Tender Weight | 259290 lbs | 216000 lbs | 312930 lbs | 190100 lbs | |

Tender Water Capacity | 5000 gals | 4000 gals | 4000 gals | 7000 gals | 3300 gals |

Tender Fuel Capacity (oil/coal) | 7 tons | 7 tons | 12 tons | tons | |

Minimum weight of rail (calculated) | 58 lb/yard | 44 lb/yard | 45 lb/yard | 67 lb/yard | 43 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 52" | 53" | 57" | 50" |

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

Cylinders (dia x stroke) | 21" x 28" | 20" x 24" | 20" x 24" | 21" x 30" | 20" x 24" |

Tractive Effort | 31487 lbs | 28246 lbs | 27713 lbs | 39458 lbs | 27744 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.42 | 3.72 | 3.86 | 4.05 | 3.72 |

Heating Ability | |||||

Firebox Area | 148 sq. ft | 113.83 sq. ft | 114.80 sq. ft | 202 sq. ft | 118.85 sq. ft |

Grate Area | 47 sq. ft | 37.91 sq. ft | 38 sq. ft | 35 sq. ft | 23.75 sq. ft |

Evaporative Heating Surface | 2247 sq. ft | 1712 sq. ft | 1790 sq. ft | 2007 sq. ft | 1591 sq. ft |

Superheating Surface | 416 sq. ft | ||||

Combined Heating Surface | 2247 sq. ft | 1712 sq. ft | 1790 sq. ft | 2423 sq. ft | 1591 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 200.18 | 196.18 | 205.12 | 166.88 | 182.32 |

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

Robert LeMassena's Power Computation | 8460 | 6824 | 6840 | 7000 | 4038 |

Same as above plus superheater percentage | 8460 | 6824 | 6840 | 8190 | 4038 |

Same as above but substitute firebox area for grate area | 26640 | 20489 | 20664 | 47268 | 20205 |

Power L1 | 4790 | 4078 | 4307 | 10681 | 3547 |

Power MT | 303.43 | 342.49 | 354.96 | 588.69 | 302.80 |

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

Class | G-2 | G-2 | G-4 /D-6, D-8 | H | H-1 |

Locobase ID | 2632 | 5137 | 2652 | 6482 | 5139 |

Railroad | Southern (SRS) | Southern (SRS) | Cincinnati, New Orleans & Texas Pacific (SRS) | Southern (SRS) | Southern (SRS) |

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 | 6 | 16 | 40 | 5 | 68 |

Road Numbers | 231-236 / 195-200 | 179-194 (old 215-226) | 640-49, 658-83, 686-689 / 6142-6172 | 174-178 | 250-251, 275-282, 290-322 |

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

Number Built | 6 | 16 | 40 | 5 | 68 |

Builder | Brooks | Richmond | several | Richmond | Richmond |

Year | 1896 | 1895 | 1902 | 1897 | 1899 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 15' | 15' | 14.83' | 15.50' | 16' |

Engine Wheelbase | 22.80' | 22.80' | 23.67' | 23.70' | 24.26' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.63 | 0.65 | 0.66 |

Overall Wheelbase (engine & tender) | 49.50' | 49.50' | 49.48' | ||

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

Weight on Drivers | 124600 lbs | 117400 lbs | 107000 lbs | 133500 lbs | 139800 lbs |

Engine Weight | 140100 lbs | 138000 lbs | 122000 lbs | 150000 lbs | 158200 lbs |

Tender Light Weight | 87600 lbs | 87600 lbs | 94000 lbs | 88600 lbs | 108000 lbs |

Total Engine and Tender Weight | 227700 lbs | 225600 lbs | 216000 lbs | 238600 lbs | 266200 lbs |

Tender Water Capacity | 3800 gals | 3800 gals | 4000 gals | 4000 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 8.5 tons | 8.5 tons | tons | tons | 8.5 tons |

Minimum weight of rail (calculated) | 52 lb/yard | 49 lb/yard | 45 lb/yard | 56 lb/yard | 58 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 56" | 50" | 53" | 56" | 60" |

Boiler Pressure | 175 psi | 175 psi | 180 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 20" x 26" | 20" x 26" | 20" x 24" | 21" x 26" | 21" x 28" |

Tractive Effort | 27625 lbs | 30940 lbs | 27713 lbs | 34808 lbs | 34986 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.51 | 3.79 | 3.86 | 3.84 | 4.00 |

Heating Ability | |||||

Firebox Area | 143 sq. ft | 153 sq. ft | 147.30 sq. ft | 205 sq. ft | 145.80 sq. ft |

Grate Area | 30 sq. ft | 30 sq. ft | 24.90 sq. ft | 31.50 sq. ft | 29.50 sq. ft |

Evaporative Heating Surface | 2181 sq. ft | 1847 sq. ft | 1823 sq. ft | 2281 sq. ft | 2227 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2181 sq. ft | 1847 sq. ft | 1823 sq. ft | 2281 sq. ft | 2227 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 230.70 | 195.37 | 208.90 | 218.85 | 198.40 |

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

Robert LeMassena's Power Computation | 5250 | 5250 | 4482 | 6300 | 5900 |

Same as above plus superheater percentage | 5250 | 5250 | 4482 | 6300 | 5900 |

Same as above but substitute firebox area for grate area | 25025 | 26775 | 26514 | 41000 | 29160 |

Power L1 | 5003 | 4029 | 4663 | 5921 | 5267 |

Power MT | 354.08 | 302.64 | 384.30 | 391.12 | 332.24 |

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

Class | H-1 | H-2 | H-2 | H-2 | H-3 |

Locobase ID | 11076 | 3287 | 5138 | 11071 | 5150 |

Railroad | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) |

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 | 25 | 8 | 4 | 10 | 37 |

Road Numbers | 480-504 / 353-377 | 250-257 / 263-270 | 258-261/271-274 | 240-249 / 253-262 | 270-276, 410-439 |

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

Number Built | 25 | 8 | 4 | 10 | 37 |

Builder | Baldwin | Richmond | Burnham, Williams & Co | Richmond | Pittsburgh |

Year | 1901 | 1898 | 1898 | 1897 | 1899 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 16' | 15.50' | 15.50' | 15.50' | 16' |

Engine Wheelbase | 24.29' | 23.71' | 23.71' | 23.71' | 24.29' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.65 | 0.65 | 0.65 | 0.66 |

Overall Wheelbase (engine & tender) | 52.98' | 52.98' | |||

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

Weight on Drivers | 140740 lbs | 133650 lbs | 139000 lbs | 132000 lbs | 135000 lbs |

Engine Weight | 156940 lbs | 151650 lbs | 158000 lbs | 151700 lbs | 152800 lbs |

Tender Light Weight | 108000 lbs | 88300 lbs | 94300 lbs | 89300 lbs | 108000 lbs |

Total Engine and Tender Weight | 264940 lbs | 239950 lbs | 252300 lbs | 241000 lbs | 260800 lbs |

Tender Water Capacity | 5000 gals | 5000 gals | 4300 gals | 4200 gals | 5000 gals |

Tender Fuel Capacity (oil/coal) | 8.5 tons | tons | tons | tons | |

Minimum weight of rail (calculated) | 59 lb/yard | 56 lb/yard | 58 lb/yard | 55 lb/yard | 56 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 58" | 56" | 58" | 60" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 21" x 28" | 21" x 28" | 21" x 28" | 21" x 28" | 21" x 28" |

Tractive Effort | 34986 lbs | 36192 lbs | 37485 lbs | 36192 lbs | 34986 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.02 | 3.69 | 3.71 | 3.65 | 3.86 |

Heating Ability | |||||

Firebox Area | 139.10 sq. ft | 168.02 sq. ft | 154 sq. ft | 154 sq. ft | 164.70 sq. ft |

Grate Area | 30 sq. ft | 29.88 sq. ft | 29.75 sq. ft | 27.88 sq. ft | 29.90 sq. ft |

Evaporative Heating Surface | 2220 sq. ft | 2191 sq. ft | 2162 sq. ft | 2176 sq. ft | 2246 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2220 sq. ft | 2191 sq. ft | 2162 sq. ft | 2176 sq. ft | 2246 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 197.78 | 195.20 | 192.61 | 193.86 | 200.10 |

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

Robert LeMassena's Power Computation | 6000 | 5976 | 5950 | 5576 | 5980 |

Same as above plus superheater percentage | 6000 | 5976 | 5950 | 5576 | 5980 |

Same as above but substitute firebox area for grate area | 27820 | 33604 | 30800 | 30800 | 32940 |

Power L1 | 5195 | 5221 | 4876 | 5074 | 5469 |

Power MT | 325.51 | 344.49 | 309.34 | 338.98 | 357.25 |

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

Class | H-3 | H-4 | I | J | J |

Locobase ID | 6490 | 5143 | 2653 | 2654 | 5140 |

Railroad | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) |

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 | 37 | 25 | 4 | 35 | 50 |

Road Numbers | 270-276, 410-439 / 283-289, 323-352 | 378-402 | 549-552 | 440-469, 505-509 | 480-489, 510-548 |

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

Number Built | 37 | 25 | 4 | 35 | 50 |

Builder | Pittsburgh | Burnham, Williams & Co | Pittsburgh | several | Burnham, Williams & Co |

Year | 1899 | 1907 | 1907 | 1903 | 1903 |

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

Locomotive Length and Weight | |||||

Driver Wheelbase | 16' | 16' | 17' | 16' | 16' |

Engine Wheelbase | 24.29' | 24.29' | 26.50' | 24.29' | 24.29' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.66 | 0.64 | 0.66 | 0.66 |

Overall Wheelbase (engine & tender) | 52.87' | 54.90' | 57.71' | 55.26' | 55.26' |

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

Weight on Drivers | 143700 lbs | 146400 lbs | 165000 lbs | 152225 lbs | 151000 lbs |

Engine Weight | 162700 lbs | 164800 lbs | 190480 lbs | 171550 lbs | 170000 lbs |

Tender Light Weight | 108000 lbs | 120000 lbs | 147000 lbs | 120000 lbs | 120000 lbs |

Total Engine and Tender Weight | 270700 lbs | 284800 lbs | 337480 lbs | 291550 lbs | 290000 lbs |

Tender Water Capacity | 5000 gals | 7500 gals | 7500 gals | 6000 gals | 6000 gals |

Tender Fuel Capacity (oil/coal) | 12 tons | tons | tons | ||

Minimum weight of rail (calculated) | 60 lb/yard | 61 lb/yard | 69 lb/yard | 63 lb/yard | 63 lb/yard |

Geometry Relating to Tractive Effort | |||||

Driver Diameter | 60" | 57" | 63" | 56" | 56" |

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 200 psi |

Cylinders (dia x stroke) | 21" x 28" | 21" x 28" | 21" x 28" | 21" x 28" | 21" x 28" |

Tractive Effort | 34986 lbs | 36827 lbs | 33320 lbs | 37485 lbs | 37485 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.11 | 3.98 | 4.95 | 4.06 | 4.03 |

Heating Ability | |||||

Firebox Area | 164.70 sq. ft | 145 sq. ft | 160 sq. ft | 182.50 sq. ft | 149 sq. ft |

Grate Area | 29.90 sq. ft | 30 sq. ft | 54 sq. ft | 44 sq. ft | 44 sq. ft |

Evaporative Heating Surface | 2246 sq. ft | 2234 sq. ft | 2551 sq. ft | 2761 sq. ft | 2691 sq. ft |

Superheating Surface | |||||

Combined Heating Surface | 2246 sq. ft | 2234 sq. ft | 2551 sq. ft | 2761 sq. ft | 2691 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 200.10 | 199.03 | 227.27 | 245.98 | 239.74 |

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

Robert LeMassena's Power Computation | 5980 | 6000 | 10800 | 8800 | 8800 |

Same as above plus superheater percentage | 5980 | 6000 | 10800 | 8800 | 8800 |

Same as above but substitute firebox area for grate area | 32940 | 29000 | 32000 | 36500 | 29800 |

Power L1 | 5469 | 5009 | 6269 | 6109 | 5714 |

Power MT | 335.62 | 301.72 | 335.05 | 353.90 | 333.70 |

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

Class | J-2 | K - 437 tubes | K/Ks - 403 tubes | K/Ks - 403 tubes - Baker | Ks - 22 1/2"" cylinders |

Locobase ID | 5142 | 6113 | 2655 | 13670 | 5141 |

Railroad | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) | Southern (SRS) |

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 | 10 | 128 | 155 | 14 | 393 |

Road Numbers | 470-479 | 601-728 | 566-600, 729-786, 822-876 | 587-800 | 566-876 range |

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

Number Built | 10 | 128 | 155 | 14 | |

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

Year | 1902 | 1903 | 1906 | 1910 | 1921 |

Valve Gear | Stephenson | Stephenson | Stephenson | Baker | various |

Locomotive Length and Weight | |||||

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

Engine Wheelbase | 24.29' | 24.29' | 24.29' | 24.29' | 24.29' |

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

Overall Wheelbase (engine & tender) | 52.69' | 54.96' | 56.75' | 56.75' | 56.75' |

Axle Loading (Maximum Weight per Axle) | 46948 lbs | ||||

Weight on Drivers | 148140 lbs | 176750 lbs | 180610 lbs | 180500 lbs | 189000 lbs |

Engine Weight | 167140 lbs | 199875 lbs | 199910 lbs | 204500 lbs | 213000 lbs |

Tender Light Weight | 120000 lbs | 120000 lbs | 147000 lbs | 147000 lbs | 147000 lbs |

Total Engine and Tender Weight | 287140 lbs | 319875 lbs | 346910 lbs | 351500 lbs | 360000 lbs |

Tender Water Capacity | 6000 gals | 6000 gals | 7500 gals | 7500 gals | 7500 gals |

Tender Fuel Capacity (oil/coal) | 12.5 tons | 12.5 tons | 12 tons | ||

Minimum weight of rail (calculated) | 62 lb/yard | 74 lb/yard | 75 lb/yard | 75 lb/yard | 79 lb/yard |

Geometry Relating to Tractive Effort | |||||

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

Boiler Pressure | 200 psi | 200 psi | 200 psi | 200 psi | 215 psi |

Cylinders (dia x stroke) | 21" x 28" | 22" x 30" | 22" x 30" | 22" x 30" | 22.5" x 30" |

Tractive Effort | 37485 lbs | 44079 lbs | 43305 lbs | 43305 lbs | 48693 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.95 | 4.01 | 4.17 | 4.17 | 3.88 |

Heating Ability | |||||

Firebox Area | 155.30 sq. ft | 143 sq. ft | 236.60 sq. ft | 175 sq. ft | 232 sq. ft |

Grate Area | 44 sq. ft | 53.37 sq. ft | 54 sq. ft | 54 sq. ft | 53.50 sq. ft |

Evaporative Heating Surface | 2721 sq. ft | 3517 sq. ft | 3300 sq. ft | 3226 sq. ft | 2325 sq. ft |

Superheating Surface | 510 sq. ft | ||||

Combined Heating Surface | 2721 sq. ft | 3517 sq. ft | 3300 sq. ft | 3226 sq. ft | 2835 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 242.41 | 266.46 | 250.02 | 244.41 | 168.41 |

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

Robert LeMassena's Power Computation | 8800 | 10674 | 10800 | 10800 | 11503 |

Same as above plus superheater percentage | 8800 | 10674 | 10800 | 10800 | 13573 |

Same as above but substitute firebox area for grate area | 31060 | 28600 | 47320 | 35000 | 58858 |

Power L1 | 5816 | 5985 | 6453 | 5903 | 11947 |

Power MT | 346.21 | 298.61 | 315.07 | 288.40 | 557.43 |

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

Class | Ks-1 | Ks-1/Ks-2 | Ks-3 | Ks-4 |

Locobase ID | 6114 | 16080 | 410 | 6097 |

Railroad | Alabama Great Southern (SRS) | Southern (SRS) | Southern (SRS) | New Orleans & North Eastern (SRS) |

Country | USA | USA | USA | USA |

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

Number in Class | 1 | 17 | 10 | 5 |

Road Numbers | 221 / 6599 | 580 | 2500-2509 | 6922-6926 |

Gauge | Std | Std | Std | Std |

Number Built | 1 | 10 | 5 | |

Builder | Baldwin | Southern | Alco-Richmond | Alco-Richmond |

Year | 1909 | 1926 | 1926 | 1926 |

Valve Gear | Walschaert | Walschaert or Sthrn | Walschaert | Walschaert |

Locomotive Length and Weight | ||||

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

Engine Wheelbase | 24.29' | 25.08' | 25.83' | 25.08' |

Ratio of driving wheelbase to overall engine wheebase | 0.66 | 0.64 | 0.64 | 0.64 |

Overall Wheelbase (engine & tender) | 56.75' | 61.54' | 64.04' | 61.54' |

Axle Loading (Maximum Weight per Axle) | 55800 lbs | |||

Weight on Drivers | 186450 lbs | 189000 lbs | 217500 lbs | 189000 lbs |

Engine Weight | 210950 lbs | 216500 lbs | 246000 lbs | 216500 lbs |

Tender Light Weight | 150000 lbs | 159200 lbs | 183200 lbs | 159200 lbs |

Total Engine and Tender Weight | 360950 lbs | 375700 lbs | 429200 lbs | 375700 lbs |

Tender Water Capacity | 8000 gals | 8000 gals | 10000 gals | 8000 gals |

Tender Fuel Capacity (oil/coal) | 12.5 tons | 14 tons | 16 tons | 14 tons |

Minimum weight of rail (calculated) | 78 lb/yard | 79 lb/yard | 91 lb/yard | 79 lb/yard |

Geometry Relating to Tractive Effort | ||||

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

Boiler Pressure | 160 psi | 190 psi | 250 psi | 185 psi |

Cylinders (dia x stroke) | 26" x 30" | 24" x 30" | 22" x 30" | 24" x 30" |

Tractive Effort | 49251 lbs | 48960 lbs | 54132 lbs | 47672 lbs |

Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.79 | 3.86 | 4.02 | 3.96 |

Heating Ability | ||||

Firebox Area | 175 sq. ft | 203 sq. ft | 217 sq. ft | 203 sq. ft |

Grate Area | 54 sq. ft | 53.40 sq. ft | 62.70 sq. ft | 53.40 sq. ft |

Evaporative Heating Surface | 3226 sq. ft | 2532 sq. ft | 3124 sq. ft | 2532 sq. ft |

Superheating Surface | 483 sq. ft | 570 sq. ft | 716 sq. ft | 570 sq. ft |

Combined Heating Surface | 3709 sq. ft | 3102 sq. ft | 3840 sq. ft | 3102 sq. ft |

Evaporative Heating Surface/Cylinder Volume | 174.99 | 161.19 | 236.68 | 161.19 |

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

Robert LeMassena's Power Computation | 8640 | 10146 | 15675 | 9879 |

Same as above plus superheater percentage | 9763 | 11972 | 18653 | 11657 |

Same as above but substitute firebox area for grate area | 31640 | 45513 | 64558 | 44315 |

Power L1 | 6843 | 9971 | 19169 | 9708 |

Power MT | 323.65 | 465.23 | 777.20 | 452.96 |

- Southern 154
- Southern Class H-4 385 (2009 photo courtesy Steven Hepler)
- Southern Class H-4 401 (2011 photo courtesy Eric Harris)
- Southern Class H-4 401 (2011 photo courtesy Eric Harris)
- Southern Class H-4 401 (2010 photo courtesy Tom Scott)
- Southern Class H-4 401 (2010 photo courtesy Tom Scott)
- Southern Class H-4 401 (2010 photo courtesy Tom Scott)
- Southern Class J 542
- Southern Class J 542 tender (Photo courtesy Dante Kindley)
- Southern Class J 542 engine (Photo courtesy Dante Kindley)
- Southern Class J 542 engine (Photo courtesy Dante Kindley)
- Southern 630 (valve gear photo courtesy Jordon Freeman)
- Southern Class Ks 722 (Great Smoky Mountains Railroad photo courtesy Small Fry)
- Chattachoochee 21 (Tennessee, Alabama & Georgia Railway 201) (1998 photo courtesy Eric Lauterbach)

*Southern Railway System, Steam Locomotives and Boats*by Richard E. Prince, Published by Richard E. Prince.- Southern Railway Historical Association

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