These Moguls were ordered in three different years, the first 2 in 1884, 5 in late 1885, and 4 in 1889. The 1886 and 1889 batches were identical to the 1884 engines except for an increase in the driver diameter to 55 5/8".
Locobase has commented on how readily the small 2-6-0 adapted to many different environments when the original mainline buyer disposed of it. Such was the case in this class, all of which went on to second careers.
18 was the first to be sold, going to locomotive rebuilder/reseller Georgia Car & Locomotive, thence in October 1907 to Gulf Line Railroad as #18. (The GLR began as Georgia's Flint River & Gulf in 1901, growing by lease to be reorganized as the GLR in 1907. the Georgia, Florida & Southern took over the line in 1913.
24 went next to GC & L a few months later and was sold to the Chattahoochee Valley in December 1907 where it bore #5.
15 was sold in 1910 to Lexington Terminal as their 115. After a stint with GC & L as #282, the locomotive wound up with A J Twiggs of Augusta, Georgia and renumbered 41. # went in the same year to Wright and Wadley.
19, 20, and 23 joined 15 at GC & L in 1911. The Waycross & Western bought 23 in 1911 as their 201. (The W & W was a shortlived 45-mile Georgia shortline that opened in 1912.) 19 moved on to Alger Sullivan Lumber as #5 in August 1912. It was broken up for parts in 1917. 20 went to work for the Pine Bluff, Sheridan & Southern in October 1912. (This Arkansas railroad was the only non-Georgian enterprise to buy one of these Moguls.)
17 wound up with Twiggs in early 1916 after a turn on the Monroe Railroad as #117 and sale to GC & L in March 1916.
22 was sold in 1916 to the Washington & Lincolnton, which renumbered it 201 (The W&L's 25 miles of line connected the two towns in Lincoln County, Ga, but only after 25 years of false starts beginning in 1889.) In 1919, another rebuilder/reseller -- Southern Iron & Equipment -- bought it from the W & L
16 took the more direct route, being purchased by E P Burton Lumber Company for operation on its railroad.
GC & L purchased 8 and sold it to Andalusia, Florida & Gulf , where it served until it was sold back to GC & L in October 1919. GC & L sold the engine again to Wilson Cypress of Palattka, Fla in 1923.
The GRR retained the same cylinder volume used in its earlier Moguls (see Locobase 11825), but increased the boiler's diameter to hold more tubes and raised the working pressure to 160 psi. The firebox heating surface grew slightly but the grate (which was supplied by the railroad itself) kept the same area.
A set of medium-power Moguls entered service in the late 1890s; these were enlargements of the 1891 2-6-0s. The 1900 engines had boilers pressed to 180 psi. They served the GRR for more than 20 years.
In 1916, the 43 was sold to locomotive rebuilder/reseller Georgia Car & Locomotive, which originally was sold to the Bagdad Land & Lumber, but was never actually relettered as such. Years later in 1924, the 9 went on to the Florida & Alabama, which apparently used the engine until the road was abandoned in 1939.
Also in 1916, the Elberton & Eastern bought the 428 (ex-44), renumbered it 103, and ran it until 1933.
45 was sold to the Gainesville Midland in the same year. Fifteen years later the GM was sold to locomotive reseller/rebuilder Southern Iron & Equipment
427 (ex-42) was scrapped by the GRR in 1922.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Georgia Railroad||Georgia Railroad||Georgia Railroad|
|Number in Class||11||4||4|
|Road Numbers||15-19, 8, 20, 22-24||52-55||42-45, 40, 48|
|Builder||Burnham, Parry, Williams & Co||Burnham, Williams & Co||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||14.50 / 4.42||14.50 / 4.42||15.42 / 4.70|
|Engine Wheelbase (ft / m)||21.83 / 6.65||21.83 / 6.65||23.50 / 7.16|
|Ratio of driving wheelbase to overall engine wheebase||0.66||0.66||0.66|
|Overall Wheelbase (engine & tender) (ft / m)||47.23 / 14.40|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||66,000 / 29,937||74,000 / 33,566||102,000 / 46,266|
|Engine Weight (lbs / kg)||78,000 / 35,380||90,000 / 40,823||122,000 / 55,338|
|Tender Loaded Weight (lbs / kg)|
|Total Engine and Tender Weight (lbs / kg)|
|Tender Water Capacity (gals / ML)||2500 / 9.47||2650 / 10.04||3500 / 13.26|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||37 / 18.50||41 / 20.50||57 / 28.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||54 / 1372||56 / 1422||60 / 1524|
|Boiler Pressure (psi / kPa)||130 / 9||160 / 11||170 / 11.70|
|High Pressure Cylinders (dia x stroke) (in / mm)||17" x 24" / 432x610||17" x 24" / 432x610||19" x 26" / 483x660|
|Tractive Effort (lbs / kg)||14,193 / 6437.84||16,845 / 7640.77||22,605 / 10253.47|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.65||4.39||4.51|
|Firebox Area (sq ft / m2)||104.10 / 9.67||114 / 10.59||147.50 / 13.71|
|Grate Area (sq ft / m2)||15.34 / 1.43||15.50 / 1.44||17.60 / 1.64|
|Evaporative Heating Surface (sq ft / m2)||1154 / 107.25||1242 / 115.43||1642 / 152.60|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||1154 / 107.25||1242 / 115.43||1642 / 152.60|
|Evaporative Heating Surface/Cylinder Volume||183.03||196.99||192.45|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||1994||2480||2992|
|Same as above plus superheater percentage||1994||2480||2992|
|Same as above but substitute firebox area for grate area||13,533||18,240||25,075|