Charlotte Harbor & Northern / Georgia Florida & Alabama / Savannah, Americus & Montgomery / Seaboard Air Line 2-8-0 "Consolidation" Locomotives of the USA


Class Details by Steve Llanso of Sweat House Media

Class 15 (Locobase 13033)

Data from DeGolyer, Volume 29, p. 255. See 12910 for a description of the CH & N, otherwise known as the Boca Grande Route. Works numbers were 29929 in January 1907 and 34145 in December 1909.

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.


Class 17 (Locobase 4973)

Data from 1929 SAL locomotive diagrams published on http://www.rr-fallenflags.org/sal/sal-steamml . See 12910 for a description of the CH & N, otherwise known as the Boca Grande Route. Works numbers were 34259 in February 1910 and 36774 in May 1911.

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).


Class 200 (Locobase 9350)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. Works numbers were 29358-29359 in October 1906; 31498 in August 1907; 39267 in February 1913 and 40876 in November.

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.


Class 200 - superheated (Locobase 4975)

Data from GF&A 5 - 1921 and SAL 1929 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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.


Class 50 (Locobase 5011)

Much of the data comes from http://www.dnaco.net/~gelwood/other/sal-steambk.html for 1929 locomotive diagrams. See 12910 for a description of the CH & N, otherwise known as the Boca Grande Route.

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.


Class 71 (Locobase 5012)

Much of the data comes from http://www.dnaco.net/~gelwood/other/sal-steambk.html for 1929 locomotive diagrams. See also DeGolyer, Volume 59, pp. 396+. See 12910 for a description of the CH & N, otherwise known as the Boca Grande Route. (Thanks to Chris Hohl for his 31 December 2017 email noting the firebox difference and original tender capacities and weights.) Works numbers were 53314-53316, 53321 in June 1920.

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.


Class C120-H (Locobase 1392)

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html . Baldwin works numbers were 24424, 24426-24431 in June 1904 and 24450-24451, 24470 in July 1904.

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.


Class C130-H1 (Locobase 9365)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volumes 35, pp. 47+; and 38, pp. 252+. Works numbers were 36119-36120 in February 1911; 36219-36226 in March; 36994-36997, 37008 in September; and 37009-37013 in October.

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.


Class C130-H1 - superheated (Locobase 1393)

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html . The H1s came into service in 1911 as rather large, low-drivered Consolidations with saturated boilers; see Locobase 9365.

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.


Class C130-H1s (Locobase 13795)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 38, p. 258. Works number was 37013 in October 1911.

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.


Class C78-L (Locobase 9373)

Data from SAL 1907 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection. See also DeGolyer, Volume 16, p.136. Works numbers were 11283, 11290-11291 in October 1890; 11397, 11399, 11409-11410 in November 1890 were originally to be lettered for the Georgia, Carolina & Northern, but were redesignated for the SAL before delivery Works numbers 12101-12102, 12107 in August 1891 reported to the SAL itself.

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.


Class C78-L (Locobase 9376)

Data from SAL 1907locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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.


Class C78-L1 (Locobase 9374)

Data from SAL 9 - 1918 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Raildata collection.

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


Class C99-L3 (Locobase 5005)

Data from 1929 SAL locomotive diagrams published on http://www.dnaco.net/~gelwood/other/sal--steambk.html . Simple Consolidation class with typically small-diameter drivers with wide fireboxes. The last 10 were delivered with 265 2" tubes. Of relatively small size and power, they must not have been worth superheating for the last left service by 1935.

Specifications by Steve Llanso of Sweat House Media
Class1517200200 - superheated50
Locobase ID13033 4973 9350 4975 5011
RailroadCharlotte Harbor & Northern (SAL)Charlotte Harbor & Northern (SAL)Georgia Florida & Alabama (SAL)Georgia Florida & Alabama (SAL)Charlotte Harbor & Northern (SAL)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class22552
Road Numbers15-1617-18 / 925-926200-204128-129, 202-204 / 920-92450-51 / 927-928
GaugeStdStdStdStdStd
Number Built2252
BuilderBurnham, Williams & CoBaldwinBurnham, Williams & CoGF&AAlco-Richmond
Year19071910190619221913
Valve GearStephensonStephensonStephensonWalschaertWalschaert
Locomotive Length and Weight
Driver Wheelbase14.67'14.67'15.25'15.25'15.67'
Engine Wheelbase22'22'22.92'22.92'23.58'
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 lbs33400 lbs33800 lbs35250 lbs
Weight on Drivers98500 lbs101400 lbs131600 lbs131600 lbs141000 lbs
Engine Weight112950 lbs114450 lbs147800 lbs147800 lbs164500 lbs
Tender Light Weight100000 lbs100000 lbs107000 lbs111000 lbs132000 lbs
Total Engine and Tender Weight212950 lbs214450 lbs254800 lbs258800 lbs296500 lbs
Tender Water Capacity5000 gals5000 gals5000 gals5000 gals5000 gals
Tender Fuel Capacity (oil/coal)2608 gals2608 gals10 tons12 tons3000 gals
Minimum weight of rail (calculated)41 lb/yard42 lb/yard55 lb/yard55 lb/yard59 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54"54"56"56"54"
Boiler Pressure160 psi160 psi200 psi180 psi180 psi
Cylinders (dia x stroke)20" x 24"20" x 24"20" x 26"20" x 26"20" x 26"
Tractive Effort24178 lbs24178 lbs31571 lbs28414 lbs29467 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.07 4.19 4.17 4.63 4.79
Heating Ability
Firebox Area115 sq. ft90 sq. ft130 sq. ft142 sq. ft124 sq. ft
Grate Area26.40 sq. ft26.40 sq. ft35.10 sq. ft35.80 sq. ft40.80 sq. ft
Evaporative Heating Surface1511 sq. ft1495 sq. ft2318 sq. ft1740 sq. ft1682 sq. ft
Superheating Surface446 sq. ft361 sq. ft
Combined Heating Surface1511 sq. ft1495 sq. ft2318 sq. ft2186 sq. ft2043 sq. ft
Evaporative Heating Surface/Cylinder Volume173.15171.31245.19184.05177.92
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation42244224702064447344
Same as above plus superheater percentage42244224702077338666
Same as above but substitute firebox area for grate area1840014400260003067226338
Power L1344232095860114879512
Power MT308.15279.08392.68769.74594.90

Specifications by Steve Llanso of Sweat House Media
Class71C120-HC130-H1C130-H1 - superheatedC130-H1s
Locobase ID5012 1392 9365 1393 13795
RailroadCharlotte Harbor & Northern (SAL)Seaboard Air Line (SAL)Seaboard Air Line (SAL)Seaboard Air Line (SAL)Seaboard Air Line (SAL)
CountryUSAUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-02-8-0
Number in Class41019191
Road Numbers71-74/929-932700-709 / 990-999900-918900-918919
GaugeStdStdStdStdStd
Number Built410191
BuilderBaldwinBurnham, Williams & CoBaldwinSALBaldwin
Year19201904191119181911
Valve GearWalschaertStephensonWalschaert or BakerBaker or WalschaertBaker
Locomotive Length and Weight
Driver Wheelbase16'16.50'16'16'16'
Engine Wheelbase24.50'24.75'24.54'24.54'24.54'
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 lbs42000 lbs46785 lbs49486 lbs
Weight on Drivers156000 lbs159340 lbs188000 lbs191000 lbs191000 lbs
Engine Weight177000 lbs178940 lbs212000 lbs217000 lbs217000 lbs
Tender Light Weight146000 lbs110000 lbs129368 lbs129368 lbs144000 lbs
Total Engine and Tender Weight323000 lbs288940 lbs341368 lbs346368 lbs361000 lbs
Tender Water Capacity7000 gals6000 gals6500 gals6500 gals8000 gals
Tender Fuel Capacity (oil/coal)3000 gals10.5 tons10 tons12 tons14 tons
Minimum weight of rail (calculated)65 lb/yard66 lb/yard78 lb/yard80 lb/yard80 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter54"57"56"56"56"
Boiler Pressure180 psi200 psi195 psi195 psi170 psi
Cylinders (dia x stroke)21" x 28"21" x 30"23" x 30"23" x 30"25" x 30"
Tractive Effort34986 lbs39458 lbs46972 lbs46972 lbs48382 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.46 4.04 4.00 4.07 3.95
Heating Ability
Firebox Area178 sq. ft167 sq. ft188 sq. ft185 sq. ft194 sq. ft
Grate Area40 sq. ft45.37 sq. ft53.30 sq. ft53.30 sq. ft53.50 sq. ft
Evaporative Heating Surface1816 sq. ft3010 sq. ft3238 sq. ft2578 sq. ft2654 sq. ft
Superheating Surface366 sq. ft536 sq. ft660 sq. ft
Combined Heating Surface2182 sq. ft3010 sq. ft3238 sq. ft3114 sq. ft3314 sq. ft
Evaporative Heating Surface/Cylinder Volume161.79250.28224.45178.70155.71
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation7200907410394103949095
Same as above plus superheater percentage84249074103941216010914
Same as above but substitute firebox area for grate area3748733400366604220839576
Power L1866060755271105058903
Power MT489.54336.21247.25485.02411.05

Specifications by Steve Llanso of Sweat House Media
ClassC78-LC78-LC78-L1C99-L3
Locobase ID9373 9376 9374 5005
RailroadSeaboard Air Line (SAL)Seaboard Air Line (SAL)Savannah, Americus & Montgomery (SAL)Seaboard Air Line (SAL)
CountryUSAUSAUSAUSA
Whyte2-8-02-8-02-8-02-8-0
Number in Class121320
Road Numbers508-515, 520-523/957-966509/956122-124970-989
GaugeStdStdStdStd
Number Built12320
BuilderBurnham, Parry, Williams & CoSALRichmondRichmond
Year189018921902
Valve GearStephenson StephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase14'14'14'16.67'
Engine Wheelbase21.50'21.50'21.50'24.59'
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 Drivers101000 lbs111280 lbs110100 lbs129950 lbs
Engine Weight117000 lbs127200 lbs124600 lbs145200 lbs
Tender Light Weight73000 lbs79600 lbs71500 lbs104000 lbs
Total Engine and Tender Weight190000 lbs206800 lbs196100 lbs249200 lbs
Tender Water Capacity4000 gals4000 gals4000 gals5000 gals
Tender Fuel Capacity (oil/coal)3500 gals gals
Minimum weight of rail (calculated)42 lb/yard46 lb/yard46 lb/yard54 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter50"50"50"57"
Boiler Pressure165 psi165 psi160 psi200 psi
Cylinders (dia x stroke)20" x 24"20" x 24"20" x 24"20" x 28"
Tractive Effort26928 lbs26928 lbs26112 lbs33404 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.75 4.13 4.22 3.89
Heating Ability
Firebox Area133.89 sq. ft157.88 sq. ft142 sq. ft138.57 sq. ft
Grate Area29 sq. ft29.90 sq. ft29.75 sq. ft41.25 sq. ft
Evaporative Heating Surface1530 sq. ft1839 sq. ft1595 sq. ft2157 sq. ft
Superheating Surface
Combined Heating Surface1530 sq. ft1839 sq. ft1595 sq. ft2157 sq. ft
Evaporative Heating Surface/Cylinder Volume175.33210.73182.77211.86
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation4785493447608250
Same as above plus superheater percentage4785493447608250
Same as above but substitute firebox area for grate area22092260502272027714
Power L13466414135225318
Power MT302.62328.16282.10360.88

Photos

Reference


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