Baldwin's specs show a smaller tender that carried 4,000 gallons of water and was estimated to weight 70,000 lb (31,752 kg) loaded. Compared to earlier GRR Eight-wheeler fireboxes, the 35's was longer, wider, and shallower. The Georgia's list of requirements delved into considerable detail in the specs and the agenda of "Hereafter" comments dated 17 July 1902 included:
"Raise question about length of main rod.
[Five years earlier, a Baldwin spec for engines 60-61 found in DeGolyer's Volume 20, p. 249 contained a follow up note dated 9 September 1897 commenting that in future orders Mr Cook would "suggest a longer main rod, say 1' (305 mm) and consequently a longer boiler." The 1902 engine was indeed larger ]
"Rivets in ring between smoke box proper and extension to be 3" pitch.
"Chafing casting between engine and tender on company's pattern
"Injectors to be arranged as company may specify."
Another Hereafter note inscribed 4 June 1902 near the tube count suggested "Raise about reducing no [number] of tubes to give wider bridges"
The Georgia ran this locomotive for about fourteen years before it sold it to well-known engine rebuilder/reseller Georgia Car & Locomotive.
Two years later, GC&L sold the locomotive in April 1918 to the Nashville, Chattanooga & St Louis as their #50. When it left the Georgia and when it arrived on the NC&StL, the 35-cum-50 was by far the largest and newest Eight-wheeler on either road. Probably because of its mountainous profile, the NC&StL seems to have preferred the Ten-wheeler (4-6-0) layout for its greater adhesion.
By then boiler pressure had been reset to 165 psi (11.38 bar) and weight grew to 131,000 lb (59,421 kg). 50's second career lasted longer than her first and she didn't head to the scrapyard until September 1934.
|Principal Dimensions by Steve Llanso of Sweat House Media|
|Number in Class||1|
|Builder||Burnham, Williams & Co|
|Locomotive Length and Weight|
|Driver Wheelbase (ft / m)||8 / 2.44|
|Engine Wheelbase (ft / m)||22.92 / 6.99|
|Ratio of driving wheelbase to overall engine wheebase||0.35|
|Overall Wheelbase (engine & tender) (ft / m)||50 / 15.24|
|Axle Loading (Maximum Weight per Axle) (lbs / kg)|
|Weight on Drivers (lbs / kg)||78,000 / 35,380|
|Engine Weight (lbs / kg)||123,000 / 55,792|
|Tender Loaded Weight (lbs / kg)||96,000 / 43,545|
|Total Engine and Tender Weight (lbs / kg)||219,000 / 99,337|
|Tender Water Capacity (gals / ML)||4100 / 15.53|
|Tender Fuel Capacity (oil/coal) (gals/tons / ML/MT)||13 / 11.80|
|Minimum weight of rail (calculated) (lb/yd / kg/m)||65 / 32.50|
|Geometry Relating to Tractive Effort|
|Driver Diameter (in / mm)||67 / 1702|
|Boiler Pressure (psi / kPa)||180 / 12.40|
|High Pressure Cylinders (dia x stroke) (in / mm)||19" x 24" / 483x610|
|Tractive Effort (lbs / kg)||19,785 / 8974.34|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.94|
|Firebox Area (sq ft / m2)||169.40 / 15.74|
|Grate Area (sq ft / m2)||31.50 / 2.93|
|Evaporative Heating Surface (sq ft / m2)||2166 / 201.23|
|Superheating Surface (sq ft / m2)|
|Combined Heating Surface (sq ft / m2)||2166 / 201.23|
|Evaporative Heating Surface/Cylinder Volume||275.02|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5670|
|Same as above plus superheater percentage||5670|
|Same as above but substitute firebox area for grate area||30,492|