The D & S ran over 28 1/2 miles of line from Dublin, Georgia to Eastman, where it connected with the Georgia, Florida & Southern.
Within a few years of its delivery, the Wrightsville & Tennille bought up the D & S as the last piece in its assembly of railroads and renumbered this trio 60-62. 60 eventually went to the Hawkinsville & Western. The 23-mile H & W had never prospered after its 1914 opening and was operated in its last two years by the Ocilla Southern. When the Hawkinsville to Perry leg was pulled up in 1920, 60 was sold to the locomotive resbuillder/reseller Georgia Car & Locomotive, and wound up on the McGowan Foshee Lumber Company in February 1921.
61 was off the W & T books by 1917.
62 went directly to GC & L, which sold it in July 1917 to Kentucky's Brooksville & Ohio River, to another rebuilder/reseller, the Southern Iron & Equipment in 1926, and finally circled back to the W & T.
The D & S operated this set of Ten-wheelers for decades on the short line between Durham southeasterly to Apex (19 miles distant), thence to Varina junction on the Southern (13 miles), and beyond another 23 miles to the junction at Dunn with the Atlantic Coast Line.
After more than 25 years on the D & S, 106 was sold in September 1930 to the Atlantic & Western of Sanford, NC. All but the boiler of the 107 was scrapped, but that vessel was mounted on 105's frame by Broadfoot Iron Works in August 1937; this engine was then renumbered 107. As such, it was sold to locomotive rebuilder/reseller Birmingham Rail & Locomotive, which sold the 107 to the United States Sugar Refining Company. They in turn sold the engine to the Atlantic & Western in June 1938 as their #9.
103 was sold to the Atlantic & Western in May 1939 as their #8. The A & W later sold the 8 to the Laurinburg & Southern as their 657. This engine adopted another number in July 1948 when it was sold to the Bennettsville & Cheraw of Bennettsville, SC.
The D & S's last Baldwin Ten-wheeler was quite similar to the earlier quintet described in Locobase 12839. One difference was the 112 was heavier and its boiler had more room between tubes; the 30 fewer tubes cost about 200 sq ft of heating surface.
The D & S sold the 112 to Birmingham Rail & Locomotive, which sold it in August 1937 to United States Sugar Refiners as their 112.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Dublin & Southwestern||Durham & Southern||Durham & Southern|
|Number in Class||1||5||1|
|Road Numbers||101, 110-111 / 61, 60, 62||104-107, 103||112|
|Builder||Burnham, Williams & Co||Burnham, Williams & Co||Baldwin|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.56||0.51||0.51|
|Overall Wheelbase (engine & tender)||48.58'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||72000 lbs||92500 lbs||98000 lbs|
|Engine Weight||95000 lbs||116500 lbs||126000 lbs|
|Tender Light Weight||57000 lbs||80000 lbs||90000 lbs|
|Total Engine and Tender Weight||152000 lbs||196500 lbs||216000 lbs|
|Tender Water Capacity||3000 gals||4500 gals||4500 gals|
|Tender Fuel Capacity (oil/coal)||6 tons|
|Minimum weight of rail (calculated)||40 lb/yard||51 lb/yard||54 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||180 psi||185 psi|
|Cylinders (dia x stroke)||16" x 24"||18" x 26"||18" x 26"|
|Tractive Effort||16786 lbs||23016 lbs||23240 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.29||4.02||4.22|
|Firebox Area||90 sq. ft||152 sq. ft||172.90 sq. ft|
|Grate Area||15.50 sq. ft||22.20 sq. ft||22.40 sq. ft|
|Evaporative Heating Surface||1222 sq. ft||1920 sq. ft||1717 sq. ft|
|Combined Heating Surface||1222 sq. ft||1920 sq. ft||1717 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||218.80||250.73||224.22|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||2790||3996||4144|
|Same as above plus superheater percentage||2790||3996||4144|
|Same as above but substitute firebox area for grate area||16200||27360||31987|